https://britishclassiccars.co.uk/1970s-british-family-saloons/ https://britishclassiccars.co.uk/photos/use600r-austin-princess-52256014915-1600.jpg An Austin Princess in striking period orange. The most engineering-ambitious British family saloon of the mid-1970s, and the one BL's product planners undermined at launch by shipping it as a saloon when the wedge profile begged for a hatchback. A bright orange Austin Princess wedge saloon (1976–77) with black vinyl roof at an outdoor classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-british-leyland-austin-marina-jaguar-tr6-mgb-land-rover-advertising-road-tr-13887425052-1057.jpg A 1974 British Leyland advertisement selling the Marina on the strength of the family it belonged to. The pitch was that one combine could offer the budget saloon, the E-Type, and the Land Rover all at once, the integration BL believed would let it out-sell Ford. A 1974 British Leyland press advertisement headed 'The Great British Car Sweepstakes', showing an Austin Marina saloon alongside a Jaguar E-Type V12, a Triumph TR6, an MGB and a Land Rover https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-morris-marina-52157688266-1600.jpg A 1975 Morris Marina saloon. Cheap, durable, and easy to repair, but built on front suspension adapted from the 1948 Morris Minor and ranked behind the Cortina and the Avenger from the day it launched. An olive green 1975 Morris Marina four-door saloon at an outdoor classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a362drr-1983-austin-ambassador-2-0hl-51351940822-1600.jpg A 1983 Austin Ambassador 2.0HL. The hatchback the Princess wedge always implied, finally delivered in 1982 once the platform was seven years old and the segment had moved on. A bright red 1983 Austin Ambassador 2.0HL five-door hatchback (A plate, A362DRR), front three-quarter view on grass at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-fe-2300s-1975-53258379220-1059.jpg The Vauxhall Victor FE 2300S, the last and largest Victor. The slant-four saloon and estate that held the establishment end of the segment while BL's plan unwound. A light blue Vauxhall Victor FE 2300S (1975) with a black vinyl roof, front three-quarter view in a museum hall https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1979-vauxhall-chevette-hatchback-14102527018-1600.jpg A 1979 Vauxhall Chevette. It beat Ford to the small-family hatchback in 1975 and was Britain's top-selling new car in 1978, the role the Allegro was meant to fill. A bright orange 1979 Vauxhall Chevette three-door hatchback at an outdoor classic car show, front three-quarter view showing the shovel-nose grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/onj160m-hillman-avenger-53971685521-1600.jpg A mid-1970s Hillman Avenger. Rootes Group's small saloon handled better than the Marina from launch and outlasted three badge changes as Chrysler's European business collapsed. A brown metallic Hillman Avenger four-door saloon (M registration, 1973–74), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/austin/ https://britishclassiccars.co.uk/photos/austin-cambridge-a40-1242856546-1600.jpg Fifties Austin at rest: for three generations, the Longbridge badge was simply what Britain drove. A light blue 1950s Austin saloon on grass at a classic car show, front three-quarter view, UK registration FSV 814 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-austin-cambridge-a40-5849862142-1600.jpg An A40 Cambridge: the post-war Counties cars traded on solid, unexciting virtue. A green 1956 Austin A40 Cambridge saloon at a showfield, front three-quarter view, UK registration FSV 982 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1957-austin-a35-6148915476-1600.jpg The A35: cheap, tough and everywhere, the small Austin of the 1950s. A grey 1957 Austin A35 parked on cobbles, front three-quarter view, UK registration UON 425 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1961-austin-cambridge-mkii-7172531780-1600.jpg A Farina-styled Cambridge: Italian tailoring on Birmingham bones. A light blue 1961 Austin A55 Cambridge Mk II with whitewall tyres on a showfield https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rac-austin-a35-van-6035972638-1600.jpg An A35 van in RAC colours: working Austins kept Britain moving as surely as the saloons did. A blue Austin A35 van in RAC Road Service livery with a roof sign https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1908-austin-100hp-3450047877-1600.jpg Herbert Austin left Wolseley in 1905 and was building Grand Prix machinery within three years. A red 1908 Austin 100hp racing car with brass radiator and race number 18, on museum display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-gipsy-1965-28019598426-1600.jpg The Gipsy took on Land Rover and lost, which makes surviving ones properly scarce today. A green Austin Gipsy four-wheel-drive utility with a canvas tilt on grass at a vehicle show, UK registration CYY 332C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-fx4-london-taxi-2248760520-960.jpg The FX4 carried the Austin name through London for decades after Longbridge stopped using it. A black Austin FX4 London taxi in traffic on a city street, rear view, UK registration G678 WMM https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/austin-healey/ https://britishclassiccars.co.uk/photos/1959-austin-healey-5898218915-1600.jpg An Austin-Healey at a show. The marque's muscular Big Healeys and cheeky little Sprites are among the most charismatic of all affordable classics. A red Austin-Healey Big Healey with a white hardtop at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1952-healey-tickford-6872560215-1600.jpg A Healey Tickford of about 1952, built by Donald Healey's own company in Warwick before the Austin deal. The Healey Hundred prototype changed everything. A black 1952 Healey Tickford saloon, the Donald Healey Motor Company's own pre-Austin car https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-mk-i-2308360451-1600.jpg A Frogeye Sprite, the cheapest and most charming way into the marque. The 100, the 3000 and the Sprite are the Austin-Healeys worth knowing. A cream Austin-Healey Frogeye Sprite at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-3000-front-on-rally-16145602-1600.jpg An Austin-Healey 3000 on a rally. The Big Healey was a front-rank works rally car, and the marque was built above all for export to America. A light blue Austin-Healey 3000 with two crew on a classic-car rally https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-sprite-mk-iv-6838224454-1280.jpg A later Sprite. The Big Healey ended in 1967 and the Sprite in 1971, when the last cars were badged simply 'Austin Sprite'. A green later Austin-Healey Sprite at a classic-car event https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/dark-green-austin-healey-3000-side-20161802-1600.jpg A 3000 on the street. Charismatic, well-supported and usable, a good Healey is one of the most prized of affordable classics. A dark green Austin-Healey 3000 parked on a sunny street https://www.pexels.com/license/ https://britishclassiccars.co.uk/austin-healey/100/ https://britishclassiccars.co.uk/photos/austin-healey-100-7158418257-1600.jpg An Austin-Healey 100, the original Big Healey. Named for its 100 mph top speed, it turned Donald Healey's prototype into a sports-car sensation. A silver-blue Austin-Healey 100 four-cylinder roadster, front three-quarter view, on show grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-austin-healey-6003686490-1600.jpg A four-cylinder 100/4 with its bonnet raised. The original cars used a 2.66-litre Austin four and an overdrive gearbox. A cream Austin-Healey 100 four-cylinder roadster with its louvred bonnet raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-austin-healey-100m-5732992713-1600.jpg A 100M, the tuned 'Le Mans' version with around 110 bhp. Rarer still is the all-aluminium 100S competition car, of which only about fifty were built. A red Austin-Healey 100M roadster on display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1957-austin-healey-100-6-8083408661-1600.jpg A two-tone 100-6. From 1956 the 100 gained BMC's six-cylinder engine, and from 1957 a better cylinder head lifted power to around 117 bhp. A two-tone Austin-Healey 100-6 with wire wheels on a show stand https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-100-six-2309113596-1600.jpg A 100-6 on the road. A proper 1950s sports car, low, fast and full of character, and a special thing to own. A two-tone Austin-Healey 100-6 seen from the rear, with the registration YTV 100 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-austin-healey-100m-6035517051-1600.jpg A four-cylinder 100. When buying, the separate chassis, the outriggers, and the joints where the aluminium shrouds meet the steel body are where corrosion hides. A cream four-cylinder Austin-Healey 100 with wire wheels https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-100-14436732585-1135.jpg Low screen, big wheel and plenty of torque: a 100 is a touring car first and a sports car second. A red Austin-Healey 100 being driven on a road with two occupants aboard, front view, UK registration CAN 63L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-austin-healey-100-bn2-roadster-14128987147-1600.jpg Wire wheels hide a lot: check the splines and the hubs as carefully as the chassis outriggers. A red 1955 Austin-Healey 100 BN2 roadster on wire wheels at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1958-austin-healey-100-6-bn6-2-seat-roadster-14314990214-1600.jpg Four-cylinder cars lead the market, with the 100-6 following and the two-seat BN6 ahead of the 2+2. A red 1958 Austin-Healey 100-6 BN6 two-seat roadster on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-austin-healey-100-14484927221-1600.jpg The clubs run the registers and the spares schemes, and almost nothing on a 100 is unobtainable. A cream 1954 Austin-Healey 100 on an indoor show stand with a period-dressed mannequin at the wheel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-100-14250135710-677.jpg The tail is as clean as the nose, with no overriders and the spare hidden under the boot floor. A red Austin-Healey 100 driving away along a road, rear three-quarter view, UK registration CAN 63L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-austin-healey-100m-9509752879-1024.jpg Louvred bonnet and a leather strap: the 100M's Le Mans kit is visible before you open anything. A red Austin-Healey 100M photographed head-on in low light, showing the louvred bonnet and leather strap, UK registration WWE 517 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/austin-healey/3000/ https://britishclassiccars.co.uk/photos/austin-healey-3000-red-driving-10402008-1600.jpg An Austin-Healey 3000 on the road. The muscular six-cylinder 'Big Healey' is the definitive Austin-Healey and one of the great British sports cars. A red Austin-Healey 3000 roadster being driven on a forest road with its headlamps lit https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-front-wire-wheels-15336277-1600.jpg A 3000 on wire wheels. The model arrived in 1959 with a 2.9-litre six and, importantly, front disc brakes to tame a fast car. The front of a light blue Austin-Healey 3000 with wire wheels and chrome bumpers https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-mkii-badge-29717132-1600.jpg The winged bonnet badge of a 3000 Mk II. The 3000 ran through three marks, the Mk III BJ8 the most powerful and most prized. The winged bonnet badge of an Austin-Healey 3000 MkII in red and chrome https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-front-on-rally-16145602-1600.jpg A 3000 on a classic-car rally. The Big Healey was a front-rank works rally car in the early 1960s, most famously in Pat Moss's hands. A light blue Austin-Healey 3000 with two crew on a classic-car rally https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/dark-green-austin-healey-3000-side-20161802-1600.jpg A dark green 3000 on the street. Heavy, fast and torquey, it is one of the most charismatic classics you can drive. A dark green Austin-Healey 3000 parked on a sunny street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-front-detail-29717127-1600.jpg The grille and headlamp of a 3000. When buying, look past the chrome to the chassis rails, outriggers and the alloy-to-steel joints, where rust hides. Front detail of a cream Austin-Healey 3000 showing the oval mesh grille and chrome headlamp https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-front-grille-21063348-1600.jpg A 3000 head-on, with its Union Jack badge. Condition, originality and history drive values far more than the mark alone. A light blue Austin-Healey 3000 head-on, showing the curved chrome grille and a Union Jack badge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-rear-on-rally-16063069-1600.jpg A 3000 on an event. The Big Healey has a strong club and specialist network behind it. A silver Austin-Healey 3000 with two crew on a classic-car rally https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/bright-yellow-austin-healey-3000-convertible-parked-outdoors-showcasing-classic-retro-design-21327624-1600.jpg A yellow 3000 convertible. From 1962 the BJ7 brought wind-up windows and a proper folding hood. A bright yellow Austin-Healey 3000 convertible parked outdoors https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-rear-yellow-36592323-1600.jpg A 3000 from the rear, hood down. The shape has aged better than almost anything of its era. A yellow Austin-Healey 3000 roadster seen from the rear with the hood down https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-steering-wheel-29717137-1600.jpg The wood-rimmed wheel of a 3000. The Mk III added a walnut dashboard to match. The wood-rimmed steering wheel of an Austin-Healey 3000 with a polished alloy boss https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-bonnet-badge-29717130-1600.jpg The 3000 bonnet script. The name came from the car's roughly three-litre six-cylinder engine. The Austin-Healey 3000 bonnet script and 3000 badge in chrome and red https://www.pexels.com/license/ https://britishclassiccars.co.uk/austin-healey/parts/ https://britishclassiccars.co.uk/photos/austin-healey-3000-coupe-8203128981-1600.jpg A hard-topped Big Healey. Few classics are as well served for parts, which is what makes an Austin-Healey so usable and so restorable. A red Austin-Healey 3000-based coupe with a hardtop, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-mk1-frog-eyed-sprite-1009504639-1600.jpg A Frogeye Sprite. Its BMC A-series engine is shared with the MG Midget, so Spridget parts are cheap and plentiful. A yellow Austin-Healey Frogeye Sprite at a show https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1956-austin-healey-6003686490-1600.jpg A Big Healey's aluminium-shrouded body sits on a separate steel chassis. Rust in the chassis and corrosion where alloy meets steel are the restoration challenges. A cream Austin-Healey 100 with its bonnet raised, showing the construction https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-on-a-classic-run-34247083-1600.jpg The Sprite is a simple monocoque with no separate chassis, so it is cheaper and easier to restore than the Big Healey, and a fine first classic. A red Austin-Healey Frogeye Sprite on a classic-car run https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-3000-rear-on-rally-16063069-1600.jpg An Austin-Healey on an event. The marque has a strong, organised club and register network, invaluable for knowledge and authentication. A silver Austin-Healey 3000 with two crew on a classic-car rally https://www.pexels.com/license/ https://britishclassiccars.co.uk/austin-healey/sprite/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-2650459619-1600.jpg An Austin-Healey 'Frogeye' Sprite. The bug-eyed Mk I of 1958 is the most charming and most valuable of all the Sprites. A light blue Austin-Healey Frogeye Sprite, front three-quarter view, with a UK number plate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-3683194032-1600.jpg The face that named the car. The Frogeye's headlamps were meant to retract flush, but BMC fixed them on top of the bonnet to save money. The front of a cream Austin-Healey Frogeye Sprite, showing the bonnet-top headlamps https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-sprite-mk-iv-6838224454-1280.jpg A later Sprite. From 1961 the Sprite gained a conventional front, an opening boot and a twin in the MG Midget, the pair known as the 'Spridget'. A green later Austin-Healey Sprite (Mk IV) with the hood up, at a classic-car event https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-sebring-sprite-coupe-2308394403-1600.jpg A Sebring Sprite competition coupe. Works Sprites took a class one-two-three at Sebring in 1959, giving the racers their name. A silver-blue Sebring Sprite competition coupe at a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-mk1-frog-eyed-sprite-1009504639-1600.jpg A yellow Frogeye. Slow but light and endearing, the Sprite is a car you drive with a grin, and about as cheap to run as a classic gets. A bright yellow Austin-Healey Frogeye Sprite at a classic-car show https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-2661812310-1600.jpg A Frogeye from the rear. When buying, the structural sills, floors and A-posts are the priority, because rust there is the costly repair. A red Austin-Healey Frogeye Sprite seen from the rear at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-mk-i-2308360451-1600.jpg A cream Frogeye Mk I. The Frogeye carries a clear premium over the later Sprites, for its looks and its place in history. A cream Austin-Healey Frogeye Sprite Mk I, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-on-a-classic-run-34247083-1600.jpg A Frogeye on a classic run. The Sprite is superbly supported, sharing its mechanicals and much of its body with the MG Midget. A red Austin-Healey Frogeye Sprite with rally plates on a classic-car run https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-healey-frogeye-sprite-coast-4168272-1600.jpg A Frogeye leading a line of classics on a coastal run. The little Sprite was built for exactly this kind of affordable fun. A light blue Austin-Healey Frogeye Sprite leading a line of classic cars on a coastal road https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1960-austin-healey-sebring-sprite-5853302912-1600.jpg A Sebring Sprite on the circuit. Lightweight racing Sprites punched far above their size, one finishing twelfth overall at Le Mans in 1965. A green Sebring Sprite racing on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-sprite-4413575807-1023.jpg A hardtop Mk III: wind-up windows and a proper roof turned the Sprite into a usable year-round car. A cream Austin-Healey Sprite Mk III fitted with a hardtop, on grass at a classic car show, UK registration DCF 191C https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-sprite-5140649398-1024.jpg The last Sprites were Midgets in all but badge, and the name was dropped entirely in 1971. A red Austin-Healey Sprite Mk IV parked beside a playing field, front three-quarter view, UK registration FBY 352J https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/austin/1100-1300/ https://britishclassiccars.co.uk/photos/1972-austin-1300-26704792502-1600.jpg An Austin 1300 in the sunshine: Britain's forgotten best-seller, now rarer at shows than an E-Type. A dark green 1972 Austin 1300 with a black roof at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-morris-1100-8726242073-1600.jpg The Morris 1100 came first, in 1962: Mini thinking scaled up to a proper family car. A silver 1968 Morris 1100 on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-vanden-plas-1300-53466151011-1600.jpg The Vanden Plas Princess 1300: leather, walnut and a chrome grille on Britain's family car. A dark blue 1971 Vanden Plas Princess 1300 parked on a paved street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-1300gt-1972-32196711823-1600.jpg The 1300 GT brought twin carburettors and a vinyl roof to the range's sporting corner. The rear three-quarter of a mustard yellow 1972 Austin 1300 GT with a black vinyl roof https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-1100-ado-16-1967-28146482090-1600.jpg An honest early Austin 1100: structural rust decides every purchase in this family. A black 1967 Austin 1100 at a classic car show, front three-quarter view, UK registration AKX 20E https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/police-austin-1100-of-1971-15489140290-1600.jpg A surviving panda-car 1100: the family served every fleet in Britain. A pale blue and white 1971 Austin 1100 police panda car at a show, front three-quarter view https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/austin-america-6152318204-1600.jpg Sold in America as the Austin America: automatic, emissions-legal and a warranty department's nightmare. A cream Austin America, the United States market version of the 1100, parked under a shelter https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-austin-1100-6821512584-1600.jpg Hydrolastic suspension and front-wheel drive give it a ride and a cabin no rival could match in 1963. A grey 1967 Austin 1100 parked beside a fence, front three-quarter view, UK registration NPH 419E https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-1100-1816519316-1023.jpg Britain's best-seller for eight years, and today one of the cheapest genuinely important cars you can own. A dark green Austin 1100 on indoor museum display, front three-quarter view, UK registration LVF 372E https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-1100-1300-3341716638-1023.jpg The 1300 brought a bigger A-series and, in GT form, genuine pace to the ADO16 shell. A maroon Austin 1300 parked on tarmac, front three-quarter view, UK registration PHM 690E https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/mg-1100-10453426995-1024.jpg MG badging brought twin carburettors and a walnut fascia to the same front-drive platform. A red MG 1100 on grass at a classic car show, front three-quarter view, UK registration NMK 533 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/morris-1100-7924253202-1600.jpg Morris, Austin, MG, Riley, Wolseley and Vanden Plas: one car, six badges, and over two million sales. A green Morris 1100 at a classic vehicle show, front three-quarter view, UK registration 481 FXR https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/austin/a30-a35/ https://britishclassiccars.co.uk/photos/1958-austin-a35-8728994653-1600.jpg An A35 in classic black: the little Austin that taught a generation to drive, then taught itself to race. A black 1958 Austin A35 at a classic car show, front three-quarter view, UK registration ESO 222 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-austin-a30-5881974488-1600.jpg An A30, launched as the New Austin Seven: Longbridge's first unitary body and the A-series engine's first home. A black 1954 Austin A30 parked on grass at a classic vehicle rally, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a35-saloon-1959-14289689353-1600.jpg The A35 answer: painted grille, bigger rear window, 948cc and, at last, an easy gearchange. A cream 1959 Austin A35 two-door saloon on grass at a classic car show, front three-quarter view, UK registration WXO 515 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-austin-a35-van-8774820610-1600.jpg The A35 van outlived the saloon by six years, hauling small trade Britain to 1968. A blue 1960 Austin A35 van at a classic car show, front three-quarter view, UK registration TVS 349 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a35-8148895333-1600.jpg A Countryman at a rally: the practical A35, now scarcer than the saloons. A blue Austin A35 Countryman estate with its doors open at a classic vehicle rally https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-35-van-12502675953-1600.jpg Sills, floors and the front valance: an honest unrestored van shows you exactly where the money goes. An unrestored blue Austin A35 van with faded paint and surface rust, parked on gravel by a fence, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/green-austin-a30-4755681191-1600.jpg Around half a million A30s and A35s were built; town-sized then, tiny now. A green Austin A30 in side profile parked by a hedge https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a35-3418975439-1600.jpg The painted grille and bigger rear window mark out an A35 from its A30 parent. A grey Austin A35 at a classic car show, front three-quarter view, UK registration XEL 614 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a30-4-door-saloon-1956-14920449382-1600.jpg Four doors on a car this size took some doing; the A30 offered them from 1953. A blue 1956 Austin A30 four-door saloon parked on grass at a classic car show, front three-quarter view, UK registration KNL 573 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-austin-a30-countryman-32105562185-1600.jpg The Countryman wore its timber like a scaled-down shooting brake, and almost none survive. A green 1954 Austin A30 Countryman estate with wood side trim on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a35-pickup-1957-15227420513-1600.jpg Rarest of the family: the A35 pickup, built in tiny numbers for small trades. A grey 1957 Austin A35 pickup at a classic vehicle show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a35-van-of-1967-in-its-rac-livery-14134029518-1600.jpg RAC patrol livery: for years the A35 van was how roadside help actually arrived. A blue and white 1967 Austin A35 van in RAC Road Service livery at a classic vehicle show https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/austin/a40/ https://britishclassiccars.co.uk/photos/austin-a40-somerset-7924270594-1600.jpg The Somerset: rounded post-war Austin dignity, the A40 badge's second chapter. A black Austin A40 Somerset saloon at an outdoor classic car gathering, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1950-austin-a40-devon-saloon-13713562253-1600.jpg The Devon: Britain needed exports, and the A40 went out and earned them. A cream 1950 Austin A40 Devon saloon, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-sports-built-by-jensen-1952-28755111820-1600.jpg Jensen's aluminium four-seater: the A40 in its party clothes. A maroon 1952 Austin A40 Sports convertible with UK registration LUF 826, built by Jensen https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-farina-10932067036-1600.jpg The Farina two-box: Pininfarina tailoring on A-series bones, quietly ahead of its decade. A blue Austin A40 Farina displayed in a museum with its bonnet raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-devon-pickup-8721669598-1600.jpg The working A40s: vans and pick-ups carried the badge into every British trade. A green Austin A40 Devon pick-up truck at an outdoor classic vehicle show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-austin-a40-somerset-5733531352-1600.jpg The Somerset rounded off the Devon's edges and gave Austin a shape the fifties recognised. A black 1953 Austin A40 Somerset on museum display, front three-quarter view, UK registration LCE 479 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-1960-829620209-1600.jpg Light, front-engined and A-series powered: the Farina remains a fixture of historic saloon grids. A black Austin A40 Farina parked on a town street during an event, front three-quarter view, UK registration TYJ 718 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-farina-countryman-10931985305-1600.jpg Sills, floors and the rear valance: an A40 project reveals its costs from underneath. A maroon Austin A40 Farina Countryman part-way through restoration with panels removed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-austin-a40-cambridge-5833348949-1600.jpg Neither era of A40 costs much, which keeps them in the hands of people who actually use them. A green 1956 Austin A40 Cambridge on tarmac at a classic car show, front three-quarter view, UK registration FSV 982 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-devon-5989127320-1600.jpg The Devon earned dollars Britain badly needed, and it was built to survive American roads. A grey Austin A40 Devon parked in a car park, front three-quarter view, UK registration OGF 957 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-10cwt-pick-up-2127202283-1600.jpg Ten hundredweight and a drop tailgate: Austin sold the working A40 on capacity alone. A period Austin brochure illustration of a red A40 10cwt pick-up with the tailgate down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-a40-van-3299231333-857.jpg Outside an Austin parts shop in London: the A40 van was the trade's default for two decades. A period black and white photograph of a white Austin A40 van parked outside an Austin parts shop in London https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/austin/allegro/ https://britishclassiccars.co.uk/photos/1976-austin-allegro-1300-sdl-18056097171-1600.jpg The Allegro as Britain remembers it: round, brown-adjacent and no longer ashamed of either. A mustard yellow 1976 Austin Allegro 1300 at a classic car show, front three-quarter view, UK registration MRS 408P https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-1300-super-1974-41821405700-1600.jpg Harris Mann drew a wedge; engineering packaging inflated it into this. The rear three-quarter of an orange 1974 Austin Allegro 1300 Super on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vanden-plas-1500-1979-51306911550-1600.jpg The Vanden Plas 1500: walnut, leather and a chrome grille on Britain's most mocked car. A dark blue 1979 Vanden Plas 1500 with chrome grille, front view, UK registration EMC 910V https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fwd382t-austin-allegro-estate-52395008062-1600.jpg The estate: mocked as a mini-hearse in 1975, quietly practical ever since. A gold Austin Allegro estate at a classic car show, front three-quarter view, UK registration FWD 382T https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/an-allegro-trio-15252249797-1600.jpg Allegro owners at a fortieth-anniversary gathering: nobody loves a car like the people who rescued it. Three Austin Allegros in a show car park, one with a Union Jack painted bonnet marking the model's fortieth anniversary https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-1100-2-door-1975-47845263692-1600.jpg A base 1100 two-door: the small-engined Allegros are now the rarest of all. A light blue 1975 Austin Allegro 1100 two-door with a white vinyl roof, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/allegro-3806989207-1024.jpg Hydragas gave the Allegro a ride that genuinely embarrassed the Escorts and Vivas it was sold against. A red Austin Allegro parked on grass at a classic car show, front three-quarter view, UK registration RAL 987N https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-1100-2-door-1975-46981308265-1600.jpg Front subframes, sills and the Hydragas displacers: three costs that decide whether a cheap one is cheap. A maroon Austin Allegro two-door on grass at a classic car show, rear three-quarter view, UK registration KLF 252N https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-1300-super-1976-47845261632-1600.jpg Still among the cheapest ways to own a genuinely significant British car, and slowly climbing. A light blue Austin Allegro four-door parked on grass at a classic vehicle show, front three-quarter view, UK registration JUF 452S https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-1300-super-1976-46981307055-1600.jpg Harvest Gold and Bronze Yellow were period-correct and are now half the appeal. An orange Austin Allegro four-door on grass at a classic car show, front three-quarter view, UK registration YHU 649M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-3-1-3hl-pick-up-45907312082-1600.jpg Somebody built an Allegro pickup, which is either the best or the worst idea on this page. A bright green Austin Allegro converted into a pickup, on indoor display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/michelin-ad-1976-part-2-33229929821-1600.jpg Period advertising treated the Allegro as an ordinary family car, because in 1976 that is what it was. A 1976 Michelin tyre advertisement showing eight cars including a BLMC Allegro https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/austin/princess/ https://britishclassiccars.co.uk/photos/use600r-austin-princess-52256014915-1600.jpg A 1976–77 Austin Princess in striking period orange with the HL vinyl roof. The Harris Mann wedge profile, the quad headlights, and the long bonnet that made the front-wheel-drive packaging work. A bright orange Austin Princess wedge saloon (R plate, 1976–77) with black vinyl roof, front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vre621c-austin-princess-vanden-plas-4-litre-52023564257-1600.jpg A 1965 Vanden Plas Princess 4-Litre Limousine. The coachbuilt Austin straight-six limo that was the standard British mayoral car for two decades, and the name the 1975 wedge inherited. A two-tone grey-over-ivory Austin Princess Vanden Plas 4-Litre limousine (C plate, 1965), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a362drr-1983-austin-ambassador-2-0hl-51351940822-1600.jpg A 1983 Austin Ambassador 2.0HL. The hatchback BL should have built in 1975, finally arrived seven years late, and ran for two years before the platform retired. A bright red 1983 Austin Ambassador 2.0HL hatchback (A plate), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/princess-1800-1977-51189568339-1080.jpg A 1977 Princess 1800 from the rear. The wedge profile suggested a hatchback and the separate boot lid disappointed buyers exactly as the article suggests, the commercial misjudgement BL eventually fixed seven years later with the Ambassador. A brown Austin Princess 1800 (R plate, 1977) rear three-quarter view showing the separate boot lid that the wedge profile concealed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/british-leyland-princess-1975-76-33220542116-1496.jpg The October 1975 press campaign that announced the 18-22 Series was now simply 'Princess'. The relaunch dropped the Austin, Morris and Wolseley badges six months after launch, the public admission that BL's three-marque rollout had confused showrooms. A 1975–76 British Leyland press advertisement headed 'Now we're calling it the Princess', showing four black-and-white press images of the 18-22 Princess 1800, Princess 1800 HL, Princess 2200 HL and Princess 2200 HLS with R-plate launch cars and quotes from Autocar, the Daily Telegraph and Motor https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wolseley-2200-1975-53250325652-1044.jpg A Wolseley 2200 from the six-month 18-22 launch window in 1975. The Wolseley front-end trim, with the illuminated grille badge, marked one of three identical wedges that BL launched simultaneously to honour the pre-merger dealer franchises, exactly the launch confusion the article covers. A bright blue 1975 Wolseley 2200 saloon (ADY255V plate, the badge-engineered 18-22 launch variant), front three-quarter view on grass at a UK classic car show with a green Morris Minor parked alongside https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vanden-plas-princess-2200-1975-53245255903-1046.jpg The Vanden Plas-trimmed version of the wedge Princess 2200. A small number of cars left the Cowley line for Vanden Plas finishing in Kingsbury, the same arrangement that had produced the Vanden Plas Allegro, and the variant is now one of the rarest of any wedge body. A maroon 1975 Vanden Plas Princess 2200 wedge saloon, front three-quarter view at a UK classic car show, with the Vanden Plas grille, twin coachlines and chrome trim that distinguished the prestige variant of the wedge platform https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1981-austin-morris-princess-hl-51315310296-1600.jpg A late Princess 2 HL from 1981, the final year of wedge production. The O-series 2.0 engine, the revised grille and the smoothed-out trim mark this out as the Princess 2 the article describes, the iteration that arrived three years before the Ambassador hatchback finally replaced it. A gold 1981 Austin-Morris Princess 2 HL saloon (LSA481W plate) with the post-1978 O-series grille and Princess HL trim badging, front three-quarter view on grass at a UK classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/leyland-princess-1975-48913590468-1600.jpg A late Leyland Princess in period yellow, registered just as production was ending in 1981–82. The side profile makes the wedge silhouette explicit, the shape Harris Mann's team developed in the early 1970s and that even the contemporary press said was clearly a hatchback waiting to happen. A bright yellow late Leyland Princess saloon (YBJ243X plate, 1981–82), full side profile at an outdoor classic car show, showing the wedge profile, full-length side rubbing strip and the Princess HL trim wheels https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/princess-2-2000-s-t-1981-51530389123-1600.jpg A Princess 2 2000 S/T at the BL Heritage display. The S/T was the sporting trim BL added to the late Princess 2 range in 1981, the final attempt to squeeze a near-performance variant out of a platform that was about to be replaced by the Ambassador. A burgundy 1981 Princess 2 2000 S/T saloon (LOC950P registration) on display at the British Leyland Heritage collection, front three-quarter view with the S/T sporting trim grille, quad headlights and indoor museum lighting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/leyland-princess-2200hls-1978-45402591134-1600.jpg A 1978 Princess 2200 HLS with the vinyl roof. The 2200 HLS was the flagship of the wedge range and the variant the market still prefers, and this rear three-quarter shows the boot lid that the wedge profile so misleadingly concealed, the misjudgement the article centres on. A red 1978 Leyland Princess 2200 HLS saloon with black vinyl roof, rear three-quarter view at an indoor classic car show, showing the rear lights, chrome rear bumper and the Princess script badge on the boot lid https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hof56w-triumph-tr7-and-tao488s-austin-princess-52395509536-1600.jpg The two Harris Mann wedges together. Mann styled the TR7 and the Princess inside the same Longbridge studio in the early 1970s, and the article notes the family resemblance, the shared design language is more obvious here than in any single photo of either car. An orange Austin Princess saloon (TAO488S plate, 1978) parked next to a pale blue Triumph TR7 convertible (HOF56W plate) at a UK classic car show, the two Harris Mann wedge designs side by side https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-ambassador-1-7hl-1982-38421150404-1600.jpg A 1982 Ambassador 1.7HL from the rear. The redesigned rear pillar and the proper top-hinged hatchback are what set the Ambassador apart from the Princess platform underneath, the conversion BL should have built in 1975 and finally shipped seven years late. A pale green 1982 Austin Ambassador 1.7HL hatchback, rear three-quarter view at an outdoor classic car event, the redesigned rear pillar and the top-hinged hatchback tailgate visible against parked classic cars https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vanden-plas-princess-4-litre-r-1967-15800945267-1600.jpg The Princess R of 1964 to 1968 used a Rolls-Royce-supplied 4-litre straight-six and Vanden Plas trim, just 6,555 built. It is the most valuable of the pre-wedge Princess limousine line and the variant the article calls the most interesting late development of the Austin-Vanden Plas partnership. A silver-grey 1967 Vanden Plas Princess 4-Litre R saloon (LNJ606E plate), front three-quarter view on grass at a UK classic car show, with the Rolls-Royce-supplied straight-six grille badging and Vanden Plas coachbuilt trim https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/burgess-silencers-1957-advert-51123663189-1414.jpg A 1957 Burgess silencers trade advertisement. The Austin Princess named here is the earlier coachbuilt A105-derived Princess, the line the article opens with, period proof that the Princess name carried prestige weight a full eighteen years before BL recycled it for the wedge. A black-and-white 1957 trade press advertisement for Burgess silencers showing line illustrations of period British cars including an Austin Princess saloon among Triumph TR sports cars and Austin saloons, headed 'Look under these cars at the show' https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/austin/seven/ https://britishclassiccars.co.uk/photos/austin-seven-saloon-show-9175386-1600.jpg An Austin Seven Ruby, the rounded saloon most people picture. The Seven put a proper small car within reach of ordinary families. A maroon and black Austin Seven Ruby saloon at a show, front three-quarter view, UK registration ASM 389 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1923-austin-seven-chummy-3450833014-1600.jpg A 1923 Chummy, the open tourer that started it all. The Seven was a real car in miniature, not a flimsy cyclecar. An early black Austin Seven Chummy open tourer of 1923 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1929-austin-seven-light-van-7183531724-1600.jpg A Seven light van. The cheap, simple platform suited tradespeople as well as families. A green Austin Seven light van of 1929, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1934-austin-seven-6322234961-1600.jpg A mid-1930s saloon. By now the Seven was a common sight on British roads and the base for countless other cars. A blue Austin Seven saloon of 1934 on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1933-austin-seven-tourer-3450018407-1600.jpg The simple 747cc four. Modest power, but enough to make the little Austin genuinely useful, and easy to maintain today. A red Austin Seven tourer of 1933 with its bonnet open, showing the small four-cylinder engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-austin-7-ruby-8148785907-1600.jpg A Ruby saloon. Sound, original cars are well supported by a strong pre-war club network. A maroon Austin Seven Ruby saloon of 1935 on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1930-austin-7-chummy-7159883356-1600.jpg A 1930 Chummy. The open Sevens are among the most charming and sought-after. A dark Austin Seven Chummy of 1930 at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-austin-7-ruby-7007529896-1600.jpg Another Ruby, the saloon that defined the late-1930s Seven. A red Austin Seven Ruby of 1936 at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1934-austin-seven-van-at-aldham-old-tyme-rally-2014-14413511475-1600.jpg A Seven van out at a rally, where these cars are still used and enjoyed. A green Austin Seven van at a classic rally https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1930-rac-austin-seven-6035973436-1600.jpg An early saloon. Around 290,000 Sevens were built before production ended in 1939. A dark Austin Seven of 1930, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1932-austin-7-rn-7159911168-1600.jpg A 1932 saloon. The boxy early cars gave way to the rounded Ruby mid-decade. A black Austin Seven RN saloon of 1932, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1938-austin-seven-ruby-3450837074-1600.jpg A late Ruby. The Seven ended in 1939 as war approached. A black Austin Seven Ruby of 1938 at an indoor display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/austin/ten/ https://britishclassiccars.co.uk/photos/austin-ten-1933-52098613036-1066.jpg A 1933 Ten-Four: the family Austin of the 1930s, and the company's quiet best-seller. A red and black 1933 Austin Ten saloon parked on a suburban street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-austin-ten-lichfield-5843099776-1600.jpg A Lichfield saloon: town-and-county names for the body styles, suburban Britain for the buyers. A beige and black 1935 Austin Ten Lichfield saloon in side profile at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jb1211-1932-10-hp-austin-ten-4-drop-head-coupe-54518808350-1600.jpg An early Ten-Four drophead: the open and cabriolet Tens are the scarce ones now. A dark blue 1932 Austin Ten-Four drophead coupe with its hood folded, UK registration JB 1211 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sev736-1941-austin-ten-series-3-integral-lights-54477889441-1600.jpg A 1941 Ten in wartime trim: the saloons served alongside the Tilly utilities. A dark green 1941 Austin Ten wartime saloon at a show, front view, UK registration SEV 736 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-10-cambridge-1937-43700661124-1600.jpg The 1125cc side-valve: unstressed, long-lived and rebuildable on a home workbench. A blue 1937 Austin Ten Cambridge with its bonnet open on grass, engine visible https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-10-4-sherborne-1936-48654759988-1600.jpg A Sherborne showing the Ten's tidy tail; steel bodies over a simple, strong chassis. The rear three-quarter of a maroon 1936 Austin Ten Sherborne saloon in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-10-4-door-saloon-1933-14268241100-1600.jpg Against a Morris Ten or a Hillman Minx the Austin sold on solidity rather than novelty. A maroon 1933 Austin Ten four-door saloon on grass at a vintage car rally, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/cvl-212-1947-austin-10-saloon-13997559115-1600.jpg A side-valve four and a four-speed box: unhurried, entirely willing, and simple to keep going. A green 1947 Austin Ten saloon parked beside a building, front three-quarter view, UK registration CVL 212 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1934-austin-10-4-9061520752-1600.jpg Cheaper than a Seven and far more usable: the Ten remains the sensible way into pre-war motoring. A green 1934 Austin Ten-Four saloon on grass at a vintage rally, front three-quarter view, UK registration RG 4614 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1944-austin-10-grq-5843120454-1600.jpg Tens went to war as staff cars and light utilities, and some came home again in uniform. A grey RAF-liveried 1944 Austin Ten staff car with roundel and unit markings at a military vehicle show, UK registration OS V2 24 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-austin-10-cambridge-7159922576-1600.jpg Austin named the bodies after English towns, which is why a Ten can be a Cambridge or a Sherborne. A black 1936 Austin Ten Cambridge saloon on grass at a classic vehicle show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-austin-10-lichfield-8927546557-1600.jpg Two-tone paint on a Lichfield: even the middle of the range was offered with some ceremony. A cream and black 1935 Austin Ten Lichfield saloon at a classic vehicle gathering, front three-quarter view, UK registration KS 6683 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/bedford/cf/ https://britishclassiccars.co.uk/photos/bedford-cf-auto-sleeper-1983-53145420004-1600.jpg A 1983 Bedford CF Auto-Sleeper motorhome. The CF cab and BEDFORD grille front a coachbuilt living body, the conversion that kept most surviving CFs alive. A white Bedford CF Auto-Sleeper coachbuilt motorhome on grass at a show, side three-quarter view showing the CF cab and the BEDFORD grille badge https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bedford-cf-van-15525750743-37778821-1600.jpg The BEDFORD badge and a faded 'Powered by Holden' decal on a CF. This one is an Australian-market van, sold there through GM's Holden arm rather than Vauxhall as in Britain. Either way it runs on familiar General Motors mechanicals, a large part of why the CF is an easy classic to keep going. Close-up of the chrome BEDFORD badge above a faded "Powered by Holden" decal on the bodywork of a CF van https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/bedford-cf-based-dormobile-debonaire-ca-1980-schaffen-diest-2012-20642533-1600.jpg A CF-based Dormobile Debonair. Dormobile was the best-known British camper converter, and its high-roof CFs are among the conversions that turned the model into a campervan favourite. A blue and white Bedford CF Dormobile Debonair high-top campervan on grass at a show, front three-quarter view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/bedford-cf-220-ice-cream-van-1979-23721515878-1600.jpg A Bedford CF ice-cream van. The CF was a favourite base for ice-cream conversions, one of the working roles behind the model's nostalgic following. A blue and white Bedford CF ice-cream van in Dagostino livery with an Italian flag, parked on a street, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bedford-cf-adventura-1975-47069305751-1600.jpg A 1975 Bedford CF Adventura coachbuilt camper. Conversions like this, cherished and stored over winter, are why so many CFs survived when plain vans did not. A maroon and cream Bedford CF Adventura coachbuilt camper with a high luton over the cab, rear three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1980-bedford-cf-ambulance-23222598-1200.jpg A 1980 CF in Dorset Ambulance Service livery. The CF served widely as a front-line and patient-transport ambulance, one of the working roles that kept so many in careful ownership. A white 1980 Bedford CF ambulance in Dorset Ambulance Service livery with a blue roof beacon bar, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1977-bedford-cf-vauxhall-97300d-hymermobil-14036620994-1600.jpg A CF-based Hymermobil, the full coachbuilt A-class motorhome treatment. The CF's chassis-cab made it a favourite base for converters across Britain and the Continent alike. A white and blue Bedford CF coachbuilt A-class Hymermobil motorhome parked on a brick drive, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bedford-cf-cab-with-bespoke-flat-bed-plus-load-platform-registered-april-1986-1979cc-58114063-1600.jpg A CF cab carrying a bespoke flat-bed platform. Bodybuilders took the bare chassis-cab and built whatever a customer needed on the back, from flat-beds to tippers to box vans. A white Bedford CF cab fitted with a bespoke flat-bed load platform, side view on tarmac https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1980-bedford-cf-box-body-6834963110-38924146-1600.jpg A box-bodied CF, the high cube-van form used for everything from removals to mobile workshops. The Luton over the cab squeezed extra load space above the driver. A white Bedford CF with a high box body over the cab, side three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1975-bedford-cf-14285278308-37747830-1600.jpg A maroon high-top CF camper still in use on the Continent, Dutch-registered. The CF sold across Europe as well as in Britain, and many survive abroad as cared-for campers. A maroon and white high-top Bedford CF campervan with a Dutch number plate, parked by a canal, side three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/bedford-cf-1987-37756727552-1600.jpg Recovery bodies were a common CF conversion, and a few are still earning their keep with museums. A green Bedford CF recovery truck with a tilt bed in museum livery, parked on gravel, UK registration E927 VMW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bedford-cf-1985-34965496372-1099.jpg Please mind that child: the ice cream trade's own safety warning, painted on thousands of CF tails. The rear of a cream Bedford CF ice cream van lettered Cannock Ices and Please Mind That Child https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/best-classic-tractors/ https://britishclassiccars.co.uk/photos/a-grey-ferguson-vintage-tractor-at-philiphaugh-geograph-org-uk-7798817-167270923-1200.jpg Somebody's first classic tractor, waiting. The right choice depends on budget, storage and what you want it to do. A grey Ferguson TE20 standing in long grass at Philiphaugh https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/ferguson-te20-tractor-flickr-mick-lumix-18301016-1600.jpg The Little Grey Fergie: more classic per pound than anything else on wheels. A grey Ferguson TE20 at a rally, front three-quarter view, in a line of orange tractors https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/massey-ferguson-135-tractor-rosudgeon-vintage-rally-cornwall-september-2024-1-153327251-1600.jpg The 135 does everything the Fergie does, better, for a little more money. A red Massey Ferguson 135 at a Cornish vintage rally, front three-quarter view http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/david-brown-tractor-at-wings-wheels-and-steam-country-fair-12622691-1600.jpg A David Brown brings character and club support without the Fergie's ubiquity. A red vintage David Brown tractor at a country fair, UK registration UVS 491 https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/view-of-a-fordson-super-major-and-ford-county-1124-in-the-st-albans-steam-and-country-show-geograph-org-uk-4502893-129455792-1600.jpg A County beside the Fordson it grew from. The conversions are wonderful machines and terrible first tractors. A Fordson Super Major and a four-wheel-drive Ford County 1124 at a steam and country show https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/1946-1956-ferguson-te20-rear-104509438-1600.jpg The business end: make sure the hydraulics lift and hold, whatever the badge on the nose. The rear of a Ferguson TE20 showing its three-point linkage and hydraulic arms https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/disused-leyland-tractor-geograph-org-uk-7716217-165920268-1024.jpg What sitting outside does. Dry storage matters more than mechanical skill. A weathered Leyland tractor with loader standing disused in a field https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/bond/bug/ https://britishclassiccars.co.uk/photos/nwy298k-bond-bug-53947483381-1600.jpg The 700ES, the higher-compression model, wore its badging on the nose. The twin headlamps sit either side of the sharply pointed front. The front of an orange Bond Bug 700ES showing the twin rectangular headlamps with green covers and the Bond badge on the pointed nose https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-700es-1970-53211367352-1600.jpg The Bug has no conventional doors. The entire front, canopy and windscreen together, hinges up to let the two occupants climb in, shown here on a rarer white car. A white Bond Bug with its whole front canopy and windscreen hinged upwards to show how the occupants climb in, parked on grass by a stone wall https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jub92l-bond-bug-52944116978-1600.jpg A Bond Bug in its signature tangerine orange. The wedge profile, the single front wheel, and the open side in place of a conventional door are all on show. An orange Bond Bug three-wheeler at a show, front three-quarter view showing the wedge profile and the open doorless side with the seats visible https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-reliant-line-up-53066159818-1600.jpg The Bug among its relatives. Reliant built it on the same three-wheeler logic as its saloons, and the two share much of their mechanical hardware. A line-up of British three-wheelers at a show, an orange Bond Bug nearest the camera with blue and other Reliant three-wheelers behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-1971-24673918758-1600.jpg A 1971 Bond Bug as Reliant intended it: the wedge nose, the single front wheel, and the tangerine paint that came as standard rather than as a choice. An orange 1971 Bond Bug three-wheeler on grass at a show, front three-quarter view showing the wedge nose and single front wheel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-1970-28941692170-1600.jpg An early 1970 Bug beside a Mini, the four-seat car it cost almost as much as. Seen together, the comparison that sank the Bug commercially is obvious at a glance. An orange 1970 Bond Bug (SMW898J) on grass beside a classic Mini, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-700es-1970-1972-24673927438-1600.jpg A rare yellow 700ES among a line of Bugs. Most left the factory tangerine, so a factory-correct alternative colour is unusual and worth establishing carefully before buying. A yellow Bond Bug 700ES in side profile in a line of Bugs at a show, the open side and lift-up canopy visible https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-700es-1971-52336886053-1600.jpg A 1971 Bug at a show, a Trotters-liveried Reliant van behind it. The two are close cousins, both Tamworth three-wheelers built on the same logic. An orange Bond Bug (BRL419K) on grass at a show with a yellow three-wheeler van in Trotters Independent Trading livery behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-4-wheeler-48704352907-1600.jpg A four-wheeled Bug. A handful were converted to run two front wheels, which sidesteps the three-wheeler's reputation for tipping at the cost of the original layout's whole point. A yellow four-wheeled Bond Bug conversion on grass at a show, side profile, with black side stripe and alloy wheels https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-850es-4-wheeler-1971-49060271771-1600.jpg An 850ES four-wheeler at an indoor show. The 850 badge and the second front wheel mark this out as one of the modified cars rather than a standard 700-series three-wheeler. An orange four-wheeled Bond Bug 850ES at an indoor show on a chequered display floor, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-1973-48767819138-1600.jpg A 1973 Bug from behind, the open cockpit on show. With no doors and only removable side screens, the Bug was always more fair-weather plaything than everyday transport, which is much of its charm now. An orange 1973 Bond Bug (AFN799L) from the rear three-quarter on grass at a show, the open cockpit and side stripe visible https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/olo824l-bond-bug-51349048954-1600.jpg Two Bugs together, one with the canopy raised. It is the clearest way to see how the whole front lifts as a single piece, the lift-up nose standing in for the doors the car never had. Two orange Bond Bugs side by side on grass at a show, one with its front canopy raised to show the cockpit, the other closed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/british-american-motoring-vocabulary/ https://britishclassiccars.co.uk/photos/vintage-white-morris-traveller-car-parked-on-a-london-street-with-wooden-34786772-1600.jpg A Morris Minor Traveller. Bonnet or hood, boot or trunk, wing or fender: one car, two vocabularies. A pale Morris Minor Traveller with timber-framed rear bodywork, parked at the kerb on a London street of white stucco houses https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-hsr-2-6-1979-51175678011-1600.jpg Under the bonnet, or under the hood. This is where the vocabulary diverges most: sump or oil pan, dynamo or generator, gudgeon pin or wrist pin, the words a parts catalogue lives or dies by. Close-up of a classic car engine bay, showing a slant-four engine with twin carburettors and period ancillaries https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-2-3-4-litre-1965-52914731803-1600.jpg Grille, wings, bonnet and bumpers. The body vocabulary splits here too, from bonnet and hood to wing and fender to boot and trunk, the panels every transatlantic buyer learns to name twice. A maroon Jaguar Mk2 saloon, front three-quarter view on a country road, showing the grille, wings, bonnet and bumpers https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/british-microcars/ https://britishclassiccars.co.uk/photos/peel-p50-1964-peel-trident-1965-48773441888-1600.jpg Two Peel microcars, the P50 and the bubble-canopied Trident, from the small and characterful end of the British classic world. A blue Peel P50 and a red Peel Trident microcar side by side on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1934-54143012747-1600.jpg Three wheels meant motorcycle tax and a motorcycle licence, and that arithmetic drove the whole class. A maroon 1934 BSA three-wheeler on indoor display with its bonnet side removed, showing the v-twin engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-bug-1970-28941692170-1600.jpg The Bond Bug took the same tax logic and made it look like a spaceship, which was the point. An orange Bond Bug three-wheeler on grass at a classic car show, front three-quarter view, UK registration SMW 898J https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fuldamobil-s7-1957-microcar-friends-19341329348-1600.jpg Museums and clubs keep the class together, because individually these cars are far too easy to lose. A collection of microcars including Messerschmitts, Isettas and a Heinkel on indoor museum display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/messerschmitt-kabinenroller-32825215673-1280.jpg The Messerschmitt Kabinenroller: tandem seating, handlebar steering and an aircraft canopy over the top. A teal and white Messerschmitt Kabinenroller with its bubble canopy closed, on indoor display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/heinkel-kabine-26148418530-1600.jpg The Heinkel Kabine, built under licence at Croydon as the Trojan, and the roomiest of the bubbles. A pale blue Heinkel Kabine bubble car on indoor display, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/bsa/three-wheeler/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1931-48615744112-1600.jpg A 1931 BSA three-wheeler: the v-twin sits ahead, driving the front wheels, a decade before anyone else dared. The front of a maroon and black 1931 BSA three-wheeler showing its v-twin engine and radiator, UK registration KJ 332 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1931-48615247763-1600.jpg Single wheel at the rear, driven pair at the front: the stable way round for a three-wheeler. The rear three-quarter of a maroon 1931 BSA three-wheeler showing its single rear wheel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1931-48615593851-1600.jpg The pitch against Morgan: a proper bench, car controls and comfort at motorcycle tax. The open cockpit of a 1931 BSA three-wheeler with red upholstered bench seat and simple dashboard https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-scout-1937-45317503852-1600.jpg The Scout carried BSA's front-wheel drive onto four wheels when the three-wheeler era closed. A period black and white photograph of a partly stripped 1937 BSA Scout showing its chassis https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1934-54143012747-1600.jpg The v-twin sits ahead of the front axle driving the front wheels, which in 1932 was close to unheard of. A maroon 1934 BSA three-wheeler on indoor display with its bonnet side removed, showing the v-twin engine ahead of the front axle, UK registration BHF 446A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1931-52335541954-1600.jpg Light, direct and utterly exposed: front-wheel drive gives it manners no Morgan of the period had. A maroon 1931 BSA three-wheeler on gravel at a classic vehicle show, front three-quarter view, UK registration KJ 332 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-3-wheeler-1934-54144329780-1600.jpg Owners share parts and knowledge through a small, expert club, which is how these survive at all. A maroon and cream 1934 BSA three-wheeler with streamlined bodywork on indoor display, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bsa-scout-10hp-1937-45317506902-1600.jpg The four-wheeled Scout of 1935, still front-driven, and BSA's last word on cars before the war. A period photograph of a 1937 BSA Scout 10hp tourer with its hood raised, UK registration FPJ 119 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1920s/ https://britishclassiccars.co.uk/photos/1930-bentley-4-5-litre-supercharged-blower-8089742776-1600.jpg A supercharged 'Blower' Bentley 4.5 Litre. Big, fast and durable, the vintage Bentleys won Le Mans five times and made the marque's name. A green supercharged Bentley 4.5 Litre Blower racing on a circuit, front three-quarter view, UK registration GY 7846, race number 6 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1923-austin-seven-chummy-3450833014-1600.jpg A 1923 Austin Seven Chummy. By offering a real small car cheaply, the Seven of 1922 swept the crude cyclecar away. An early black Austin Seven Chummy open tourer of 1923 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bullnose-morris-oxford-1925-54391053675-1600.jpg A Bullnose Morris, named for its rounded radiator. Mass production at Cowley made Morris Britain's largest car maker by the mid-1920s. A 1925 Bullnose Morris Oxford open tourer https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1928-bentley-4-5l-tourer-15022739990-1600.jpg A Bentley 4.5 Litre tourer. The big vintage Bentleys were, in Bugatti's jibe, the fastest lorries in the world, and they answered on the track. A green Bentley 4.5 Litre tourer of 1928 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rolls-royce-20-open-tourer-barker-barrel-body-1929-15818781470-1600.jpg A Rolls-Royce Twenty of 1929 with coachbuilt Barker bodywork. These were chassis clothed by the great coachbuilders, so no two are quite alike. A cream 1929 Rolls-Royce Twenty open tourer with coachbuilt Barker body https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1924-vauxhall-30-98-tourer-20539372621-1600.jpg A Vauxhall 30-98, a fast, simple vintage sports car capable of nearly 100 mph and a genuine rival to the early Bentleys. A blue Vauxhall 30-98 tourer of 1924 at the Prescott hillclimb, side view, UK registration RB 8294 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/supercharged-bentley-4-5-litre-at-top-of-brooklands-test-hill-6865741036-1600.jpg A Blower Bentley at Brooklands, the banked Surrey track that was the centre of British motorsport in the vintage years. A supercharged Bentley 4.5 Litre Blower at the top of the Brooklands test hill, UK registration SV 4904 https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/vp8554-1929-riley-nine-tourer-53041251684-1600.jpg A Riley Nine of 1929. Its clever engine made it a small sports car good enough to set the template for British sporting cars into the 1930s. A 1929 Riley Nine tourer, UK registration VP 8554 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/alvis-12-50-sc-super-sport-1925-42597640500-1600.jpg An Alvis 12/50, the sporting light car of the decade, quick and well made. A green Alvis 12/50 SC Super Sport of 1925 on grass, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rolls-royce-20-tourer-1927-15471302933-1600.jpg A Rolls-Royce Twenty, the smaller owner-driver Rolls of the 1920s. A 1927 Rolls-Royce Twenty tourer https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1926-morris-cowley-red-flash-3450041309-1600.jpg A Morris Cowley. The cheap, mass-produced Morris put thousands of families on the road. A red 1926 Morris Cowley at a vintage race meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1924-vauxhall-30-98-20344913780-1600.jpg Another Vauxhall 30-98. The great vintage sports cars are the heart of the movement today. A green Vauxhall 30-98 at a vintage race meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1930s/ https://britishclassiccars.co.uk/photos/austin-seven-saloon-show-9175386-1600.jpg The Austin Seven, the small, cheap car that put middle-class Britain on four wheels and defined the decade. A maroon Austin Seven Ruby saloon at a show, front three-quarter view, UK registration ASM 389 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1930-austin-7-chummy-7159883356-1600.jpg An open Austin Seven Chummy. By the 1930s the Seven was everywhere, and the base for cars built around the world. A dark Austin Seven Chummy of 1930 at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-ta-1936-36424770601-1600.jpg An MG TA of 1936. MG made the sports car affordable, and the T-type carried straight into the post-war years. A red MG TA of 1936 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ss-jaguar-100-1938-53251521312-1021.jpg An SS Jaguar 100. The Jaguar name first appeared in 1935, on cars that looked and went like far costlier machines. A red SS Jaguar 100 open sports car, rear three-quarter view, UK registration ERB 290 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-morris-8-series-1-tourer-5853838815-1600.jpg A Morris Eight, the best-selling Morris of the decade and a rival to Ford's cheap cars in the price war for the family saloon. A red and black Morris Eight tourer of 1936 at a show, front three-quarter view, UK registration CUF 656 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1934-alvis-speed-20-vanden-plas-saloon-2762cc-20hp-3612047716-1600.jpg An Alvis Speed 20 with coachbuilt Vanden Plas bodywork. The 1930s were the high point of British coachbuilding. A two-tone Alvis Speed 20 coachbuilt saloon at a show, side view, bonnet open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-ss-jaguar-100-8089748091-1600.jpg An SS Jaguar 100 in competition. The 1930s were a golden age of British speed, from Brooklands to the land-speed records. A silver SS Jaguar 100 racing on a circuit, race number 100 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-model-y-1935-29569969507-1600.jpg A Ford Model Y. In 1935 a basic version became the first modern saloon to sell at £100, the moment cheap motoring arrived. A black Ford Model Y saloon at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/green-lagonda-pre-war-tourer-front-16210129-1600.jpg A pre-war Lagonda tourer. Lagonda, Alvis and Bentley built fast, hand-bodied grand tourers at the top of the market. A green pre-war Lagonda tourer on a rally, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1936-austin-7-ruby-7007529896-1600.jpg An Austin Seven Ruby, the rounded saloon most people picture. A red Austin Seven Ruby of 1936 at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-model-y-1933-53266221875-1080.jpg A 1933 Ford Model Y, the first Ford designed for Europe and built at Dagenham. A Ford Model Y of 1933, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-ss-jaguar-100-54168212119-1600.jpg An SS Jaguar 100, the sporting flagship that gave the young marque its glamour. A grey SS Jaguar 100 open sports car at an indoor display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1940s/ https://britishclassiccars.co.uk/photos/close-up-photograph-of-a-vintage-yellow-mg-1938-car-showcasing-its-21765032-1600.jpg The MG T-type. Its pre-war styling carried straight into the post-war TC, the car that opened the American market under Export or Die. The chrome grille and twin headlamps of a yellow MG T-type, with an "MG 1938" number plate https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk120-roadster-1949-50-13544213403-1600.jpg A Jaguar XK120. First shown in 1948 to launch the new XK twin-cam engine, it became the fastest production car in the world and started a forty-year engine lineage. A cream Jaguar XK120 open roadster seen head-on, slatted chrome grille and faired-in headlamps, UK registration LSM 572 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-morris-minor-parked-in-a-classic-motoring-scene-4294331-1338.jpg A Morris Minor. Launched at the 1948 Motor Show alongside the XK120 and the Land Rover Series I, and built right through to 1971. A turquoise Morris Minor saloon parked by a farmyard shed, rear three-quarter, in faded period colour https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1951-standard-vanguard-5732984405-1600.jpg A Standard Vanguard. Launched in 1947 as a chunky 2.1-litre export saloon, it was Standard's main 1940s and 1950s product and one of the company's biggest dollar earners. A dark green Standard Vanguard saloon (1951), front three-quarter view on display in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1957-land-rover-series-i-station-wagon-front-q-258611-1600.jpg A Land Rover Series I. Maurice Wilks's 1948 stopgap, built from folded aluminium to dodge steel rationing, outsold Rover's saloons within two years and ran in much the same shape for the next sixty-eight. A red Land Rover Series I station wagon, front three-quarter view, its headlamps set behind the grille mesh in the early style https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/classic-silver-rolls-royce-parked-on-a-charming-street-in-london-capturing-10392337-1600.jpg A post-war Rolls-Royce. The Silver Wraith ran the coachbuilt tradition through the decade, and the Silver Dawn was essentially a rebadged Bentley Mark VI sold mainly for export. A silver Rolls-Royce saloon parked on a London street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/bentley-mark-vi-park-ward-1950-8203130887-1600.jpg A 1950 Bentley Mark VI, here with Park Ward coachwork. The first Bentley designed and bodied by Rolls-Royce and the first sold as a complete car from the factory, around 5,200 built. A two-tone gold-and-brown 1950 Bentley Mark VI with Park Ward coachwork, rear three-quarter view on display at an indoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-roadster-1953-52186574536-1600.jpg An XK120, the kind of car that earned the dollars Britain needed. Most were exported, above all to America, and without that income the industry could not have made it through the rationing years under Export or Die. A cream Jaguar XK120 open roadster on grass at a classic car show, front three-quarter view, UK registration 445 UYR https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/healey-silverstone-2916963750-1000.jpg A Healey Silverstone (1949–51). Donald Healey's lightweight pre-Austin-Healey sports car, with the headlamps tucked behind the grille, built in tiny numbers before the Austin collaboration began. A red Healey Silverstone roadster with cycle wings and headlamps faired behind the grille, shown at an outdoor gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/aston-martin-db2-4-silver-indoor-37721621-1600.jpg An Aston Martin DB2/4, the early-1950s development of the DB2 that launched in 1950. The first DB-series Astons used the Lagonda twin-cam six David Brown had bought the company for, and began the DB sports-car line. A silver Aston Martin DB2/4 fastback coupe with wire wheels, front three-quarter view, displayed indoors https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1949-jowett-javelin-5732985371-1600.jpg A 1949 Jowett Javelin. The Bradford maker's ambitious flat-four family saloon, aerodynamic and technically interesting, but low-volume, and Jowett had gone under by 1954. A black 1949 Jowett Javelin saloon displayed in a museum, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/allard-4165561500-1600.jpg An Allard. Sydney Allard's formula of a big American V8 in a light British chassis made these the AC Cobra's spiritual predecessor by a decade, and he won the 1952 Monte Carlo Rally in one of his own cars. A green Allard sports car, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1950s/ https://britishclassiccars.co.uk/photos/classic-red-jaguar-xk120-against-palm-trees-at-an-outdoor-event-in-24394892-1600.jpg The Jaguar XK120, the car that set the template for the 1950s British sports car and sold by the thousand into America. A red Jaguar XK120 fixed-head coupe in side profile with red wire wheels, parked on grass with palm trees behind https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-tf-classic-roadster-12149600-1600.jpg An MG TF. The last of the running-board T-types, the line that built the British sports-car name in America before the MGA modernised it. A pale blue MG TF roadster with red wire wheels, side view in the evening light https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/close-up-of-a-vintage-classic-car-with-chrome-details-in-a-9890948-1600.jpg A Bentley of the S-series, the Rolls-Royce-built saloon of the late 1950s that shared its body and running gear with the Silver Cloud. The front of a champagne-gold Bentley saloon, chrome grille and round headlamps, in a showroom https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-20808457-1600.jpg A Land Rover Series. The folded-aluminium workhorse launched in 1948 that was outselling Rover's saloon cars within two years. A patinated blue Land Rover Series long-wheelbase station wagon parked on grass beside an old stone wall https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/a-classic-morris-minor-parked-outside-a-brick-building-in-ely-uk-3791376-1600.jpg A Morris Minor. Issigonis's pre-Mini design and the affordable British family car of the 1950s, over 1.6 million built. A green Morris Minor saloon parked on cobbles outside a brick building in Ely https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/vauxhall-victor-f-1959-15818644048-1600.jpg A 1959 Vauxhall Victor F. The first British car designed from the start for serious export, styled after the 1955 Chevrolet and sold by the hundred thousand, though its rapid rust soon became national folk knowledge. A two-tone green-over-cream Vauxhall Victor F (1959) at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/caterham-seven-red-caterham-seven-style-lightweight-sports-car-on-grass-14285452-1600.jpg The Lotus Seven, launched by Colin Chapman in 1957 and still built today as the Caterham Seven. The purest expression of the lightweight British specialist tradition that took shape in this decade. A red Caterham Seven lightweight sports car on grass https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-c-type-race-102-26852678-867.jpg A Jaguar C-Type at a hillclimb start. The C-Type won Le Mans in 1951 and 1953 and began the run of five Jaguar wins that made British racing green the colour to beat. A British racing green Jaguar C-Type with race number 102 at a hillclimb start line, driver in period helmet and goggles, Union Jack bunting in the foreground https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/front-view-of-a-vintage-austin-healey-car-displayed-in-a-classic-29887257-1600.jpg A big Austin-Healey. With the MG TC, the MGA, and the Jaguar XK120 it built the American market for British sports cars from scratch, the export drive that carried the industry through the rationing years. A vintage Austin-Healey roadster shown head-on in a classic car display https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr3-2308412213-1600.jpg A Triumph TR3. The disc-braked development of the TR2 that gave Triumph its affordable sports-car identity, the budget alternative to MG and Austin-Healey through the late 1950s. A pale blue Triumph TR3 roadster with wire wheels and faired-in soft top, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-magnette-za-1955-14268401737-1600.jpg An MG Magnette ZA (1955). The Wolseley-derived sports saloon that put an MG grille and twin-carb engine on a monocoque four-door, the badge-engineering BMC would lean on for the next twenty years. A dark red MG Magnette ZA saloon (1955), front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-100-3776165568-1600.jpg A Rover P4, the wood-and-leather "Auntie" Rover that was the conservative middle-class executive saloon of the 1950s, built in much the same shape from 1949 to 1964. A black Rover P4 saloon with chrome grille and round headlamps, front three-quarter view outside a brick building https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-deluxe-105e-2309995519-1600.jpg A Ford Anglia 105E. Launched in 1959 with its reverse-rake rear window and overhead-valve engine, the small Ford that replaced the side-valve 100E and ran into the 1960s. A pale green Ford Anglia 105E two-door saloon with reverse-rake rear window, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1960s/ https://britishclassiccars.co.uk/photos/jaguar-e-type-green-jaguar-e-type-parked-outside-an-elegant-building-15549084-1600.jpg A Jaguar E-Type, the shape of British 1960s motoring at its most exportable. A sage-green Jaguar E-Type coupe in side profile, with chrome wire wheels and whitewall tyres, parked outside a lamplit hotel entrance at dusk https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mini-cooper-red-white-roof-driving-lamps-18109401-1600.jpg A classic Mini in red with the contrasting white roof, the small-car shape that stayed in production for over forty years. A red Mini Cooper with a white roof, twin bonnet stripes and four auxiliary driving lamps, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-white-jaguar-e-type-roadster-parked-beside-historic-buildings-12582269-1600.jpg A Jaguar E-Type Series 1 roadster, the covered-headlamp shape that defined the British supercar moment of the early 1960s. A white Jaguar E-Type Series 1 roadster parked beside a Victorian stone building https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgb-mg-mgb-classic-roadster-22661935-1600.jpg An MGB roadster, the affordable chrome-bumper sports car that sold in huge numbers and helped drive Britain's export boom. A British Racing Green MG MGB roadster with chrome wire wheels, side profile against a red-brick warehouse https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/black-vintage-car-parked-indoors-against-brick-walls-36641210-1600.jpg A Jaguar Mk2, the compact sports saloon that put genuine pace and Jaguar luxury within reach of the British middle class. A dark Jaguar Mk2 saloon with chrome wire wheels https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/aston-martin-db5-silver-aston-martin-db5-displayed-indoors-37721622-1600.jpg An Aston Martin DB5 in silver, the grand tourer fixed in the popular imagination by the 1964 film Goldfinger. A silver Aston Martin DB5 viewed from the rear three-quarter https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-36592319-1446.jpg A Land Rover Series in Bronze Green, the go-anywhere workhorse that became a fixture of the British countryside. A Bronze Green Land Rover Series with a bonnet-mounted spare wheel https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/vauxhall-victor-101-1966-36999066984-1600.jpg A 1966 Vauxhall Victor 101. The kind of high-volume British saloon that sold in the hundreds of thousands in the 1960s and was then scrapped so completely that survivors are now genuinely rare. A pale green Vauxhall Victor 101 (1966) shown from a high front three-quarter angle in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/aston-martin-db6-2650470819-1600.jpg An Aston Martin DB6. With the E-Type, the Mini, the DB5, and the Elan it belongs to the run of cars that made the 1960s the high-water mark of British design confidence. A dark blue Aston Martin DB6 Volante convertible seen head-on, UK registration 234 MH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-lotus-elan-527281772-1000.jpg A Lotus Elan. Colin Chapman's lightweight twin-cam roadster, small, perfectly balanced, and the purest expression of what a 1960s Lotus should be, now among the most valuable 1960s British sports cars. A white Lotus Elan roadster with the bonnet and boot raised at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-lotus-cortina-mk1-2665985534-1600.jpg A Lotus Cortina Mk1. The twin-cam touring-car homologation of Ford's everyman saloon, a championship winner in Jim Clark's hands and the sporting end of the Cortina story. A white Lotus Cortina Mk1 in Team Lotus green-stripe livery cornering on a track https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1962-triumph-tr4-5965638968-1600.jpg A Triumph TR4. The Michelotti-styled successor to the TR3, wider and more modern, that carried Triumph's affordable-roadster line into the mid-1960s. A white Triumph TR4 roadster with wire wheels, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1970s/ https://britishclassiccars.co.uk/photos/triumph-tr6-pi-1972-53747209458-1600.jpg A Triumph TR6, the sharp-tailed six-cylinder roadster that ran right through the British 1970s. A white Triumph TR6 roadster with the soft top raised, front three-quarter view on grass at a classic car show, UK registration XDH 839L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a-silver-mgb-gt-classic-sports-car-parked-outdoors-in-the-picturesque-29870152-1600.jpg An MGB GT. The closed, practical version of the MGB, the honest and fixable roadster that fixed the 1970s in British sports-car form. A silver MGB GT coupe with chrome bumpers and Rostyle wheels, parked on a driveway with woodland behind https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/capri-4663889734-1023.jpg A Ford Capri Mk1. The British coupe of the 1970s in the everyman sense: cheaper than an Aston, more aspirational than a Cortina. A red Ford Capri Mk1 with chrome bumpers on grass at a British classic car show, UK registration XVA 349H https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/move-it-thinktank-birmingham-science-museum-rover-sd1-8617448166-1600.jpg A Rover SD1. David Bache's Ferrari-Daytona-influenced hatchback saloon, powered by the aluminium Rover V8, patchy early build quality and all. A cream Rover SD1 hatchback saloon, front three-quarter view, its wedge-shaped body shown indoors https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/land-rover-range-rover-1979-4911138431-1024.jpg An early two-door Range Rover. Through the 1970s it stayed a working vehicle with hose-out practicality; the luxury reinvention came in the following decade. A yellow two-door Range Rover Classic with early silver bumpers and mud-terrain tyres, front three-quarter view at a show https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/yellow-ford-escort-rally-car-in-action-at-weston-park-during-a-36907708-1600.jpg A Mk1 Ford Escort on a rally stage. The RS Escorts are the cars most people picture when someone says classic fast Ford. A yellow Mk1 Ford Escort rally car, number 27, cornering hard on a rally stage https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-marina-1-3-gt-1972-19801880285-1600.jpg A 1972 Austin Marina 1.3 GT. The Marina was British Leyland's big bet on the Cortina-class family market, and the GT badge marked trim rather than real pace on the standard 1.3-litre A-series engine. A black 1972 Austin Marina 1.3 GT four-door saloon with red coachline and GT badging, front three-quarter view at a UK classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/onj160m-hillman-avenger-53971685521-1600.jpg A mid-1970s Hillman Avenger. The kind of everyday 1970s saloon that sold in huge numbers, was scrapped almost completely, and is now a genuinely rare survivor at any classic show. A brown metallic Hillman Avenger four-door saloon (M registration, 1973–74), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-black-lotus-esprit-parked-in-a-residential-london-area-showcasing-vintage-17852355-1600.jpg A Lotus Esprit, launched in 1976. The folded-paper Giugiaro wedge is the confident, slightly odd design streak the 1970s ran right alongside all the industrial trouble. A black Lotus Esprit with a gold side stripe parked on a driveway in front of a country house https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-stag-2308311413-1600.jpg A Triumph Stag. Beautiful Michelotti body, a V8 grand tourer with a removable hardtop, and an engine that overheated so predictably the car spent decades living down the reputation, now fixable and rewarding. A white Triumph Stag convertible with its T-bar roll bar, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-2650492521-1600.jpg A Triumph TR7. The wedge-shaped shape-of-things-to-come that divided opinion in 1975 and has been re-evaluated upwards since, the last of the volume Triumph sports cars. A red Triumph TR7 coupe shown head-on, its wedge nose and pop-up headlamps down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-3262386171-1600.jpg An Austin Allegro (1973–82). One of the three British Leyland family cars the press never forgave, sold in huge numbers, scrapped almost completely, and now a rare survivor with a devoted following. A gold Austin Allegro four-door saloon, rear three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/museum-collections-centre-25-dollman-street-reliant-robin-7278803034-1600.jpg A Reliant Robin. Three wheels, a fibreglass body, an 850cc engine, and a motorcycle-licence loophole, the most British of British classics in that everyone has a strong opinion about it. A maroon Reliant Robin three-wheeler estate parked outside a workshop https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/cars-from-the-1980s/ https://britishclassiccars.co.uk/photos/classic-black-lotus-esprit-parked-in-a-residential-london-area-showcasing-vintage-17852355-1600.jpg A Lotus Esprit, the folded-paper wedge that carried Lotus through the 1980s. A black Lotus Esprit with a gold side stripe and an A-suffix number plate, parked on a driveway in front of a country house https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-sierra-rs500-cosworth-1987-51759696637-1600.jpg A Ford Sierra RS500 Cosworth, its whale-tail spoiler the signature of the Cosworth era, the homologation special that took the fast-Ford badge from the suburban driveway to the racetrack. A black Ford Sierra RS500 Cosworth, rear three-quarter view, showing its large whale-tail rear spoiler https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/range-rover-classic-two-door-yellow-2085403-2085403-1600.jpg A Range Rover Classic. Across the 1980s it turned from useful country vehicle into socially aspirational object, Vogue trim and all. A yellow two-door Range Rover Classic, side profile, parked on a tree-lined street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xjs-trans-am-186633757-1600.jpg The Group 44 Jaguar XJ-S of Bob Tullius, the American programme that kept Jaguar racing and led to the TWR-run Silk Cut Group C cars that won Le Mans in 1988. A white-and-green Jaguar XJ-S race car in British Leyland Group 44 livery, race number 44, driving past a crowd at a historic motorsport event https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-2600-vanden-plas-sd1-1985-34338091596-1600.jpg A Rover SD1. The Ferrari-Daytona-influenced executive hatchback ran until 1986, when the Honda-collaborated Rover 800 took over and never quite held the segment the SD1 had. A light blue Rover SD1 Vanden Plas, front view, showing the Rover badge and wedge-shaped nose https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-silver-rolls-royce-parked-on-a-charming-street-in-london-capturing-10392337-1600.jpg A Rolls-Royce of the Silver Spirit era. Through the 1980s Bentley reinvented itself with the Turbo R and, for the first time in living memory, outsold Rolls-Royce by the end of the decade. A silver Rolls-Royce saloon parked on a London street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/lma477y-morris-ital-53041457835-1600.jpg A Morris Ital. The Italdesign facelift of the 1971 Marina ran at Cowley until 1984 and was the last new car to wear the Morris badge, the decade's clearest holdover from the British Leyland years. A cream Morris Ital four-door saloon (Y plate, 1982–83), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a-silver-mgb-gt-classic-sports-car-parked-outdoors-in-the-picturesque-29870152-1600.jpg An MGB GT. The traditional sports car that the MGB and the TR6 had defined collapsed as a segment during the 1980s, squeezed out as much by the hot hatch as by Abingdon's closure in 1980. A silver MGB GT coupe with chrome bumpers and Rostyle wheels, parked on a driveway with woodland behind https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/tvr-350i-1987-52279071372-1600.jpg A TVR 350i. The first proper Peter-Wheeler-era TVR, glassfibre-bodied over the Rover V8, the car that turned the Blackpool firm into a serious sports-car maker through the 1980s. A red TVR 350i convertible, front three-quarter view at an outdoor classic car gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-astra-gte-1991-50374567307-1600.jpg A Vauxhall Astra GTE. The British answer to the Golf GTI generation, and the one period hot hatch outside the fast Fords that has aged into a properly respected classic. A red Vauxhall Astra GTE hatchback, rear three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-32303544761-1443.jpg A Ford Sierra. The aerodynamic shape that replaced the upright Cortina was divisive when new and has aged into appreciation, the everyday British family car of the decade. A silver Ford Sierra five-door hatchback, front three-quarter view in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-xr2-1989-52214522792-1600.jpg A Ford Fiesta XR2. The small, cheap hot hatch that put the fast-Ford badge within reach of younger buyers, the entry point below the XR3i and the Cosworths. A grey Ford Fiesta XR2 three-door hatchback with red pinstripe and alloy wheels, side view by a stone wall https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/i-used-to-think-the-metro-was-small-3031549812-1600.jpg A classic Mini, the car the 1980 Austin Metro was meant to replace. The Mini outlasted its own successor and soldiered on to 2000 in essentially its 1959 form. A silver Mini parked beside a vintage car, the small-car comparison the 1980s Austin Metro was built to win https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-3262386171-1600.jpg An Austin Allegro, another British Leyland saloon that ran into the early 1980s before the Maestro and Montego replaced it, part of the industrial backdrop the decade's brighter cars emerged from. A gold Austin Allegro four-door saloon, rear three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/cars-from-the-1990s/ https://britishclassiccars.co.uk/photos/jaguar-xj-black-1990s-jaguar-xj-saloon-on-a-tree-lined-road-12808913-1600.jpg A 1990s Jaguar XJ. While McLaren and TVR grabbed the headlines, the old marques were quietly fighting to survive. A black 1990s Jaguar XJ saloon, the four-headlamp X300 shape, parked on a tree-lined road in golden evening light https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/red-tvr-cerbera-cobbled-street-12506617-1600.jpg A TVR Cerbera. By the end of the 1990s Peter Wheeler's TVR was building several thousand fast, dramatic, temperamental sports cars a year. A red TVR Cerbera coupe parked on a cobbled street, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-rv8-green-roadster-driving-11605402-1600.jpg An MG RV8. The limited-run 1992 revival of the MGB shape with a Rover V8, about 2,000 built, and MG's first sports car in a decade. A dark green MG RV8 roadster, rear three-quarter, driving on a tree-lined road https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/krypton-green-lotus-elise-2306132289-1000.jpg A Series 1 Lotus Elise. Aluminium bonded chassis, 725 kg, faster round a circuit than cars with three times the power, and the car that made Lotus profitable and proved the 1990s wasn't all decline. A bright lime-green Lotus Elise Series 1 roadster, front three-quarter view on a tarmac apron https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/caterham-seven-red-caterham-seven-style-lightweight-sports-car-on-grass-14285452-1600.jpg A Caterham Seven. The Elise kicked off a modern lightweight movement that the Caterham, itself the surviving 1957 Lotus Seven, had quietly carried through the lean years before it. A red Caterham Seven lightweight sports car on grass https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-escort-rs-cosworth-1993-54113868808-1600.jpg A Ford Escort RS Cosworth. Four-wheel drive, a 2.0 turbo, a comically large rear wing, and the last car of the Cosworth-Ford lineage that started with the Sierra in 1986. A red Ford Escort RS Cosworth with its large rear wing, front three-quarter view on a circuit paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1996-jaguar-xk8-40-coupe-33752654328-1600.jpg A 1996 Jaguar XK8. Jaguar's first proper sports-GT since the XJS, styled with a nod back to the E-Type, and the most successful new-model launch of Jaguar's Ford-era decade. A blue 1996 Jaguar XK8 coupe, front view on display in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/aston-martin-db-7-2146693657-1280.jpg An Aston Martin DB7. Ian Callum's design sold more cars than any previous Aston, roughly seven thousand, and paid for the DB9 and the whole modern lineup that followed. A British Racing Green Aston Martin DB7 coupe, rear three-quarter view parked on a street https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/land-rover-defender-a-land-rover-defender-parked-in-a-vibrant-autumn-10108437-1600.jpg A Land Rover Defender. Renamed from the Ninety and One Ten in 1990, it ran alongside the new Discovery and the P38 Range Rover as Land Rover entered the decade with three distinct model lines. A silver Land Rover Defender parked on a leaf-strewn track in an autumn forest https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/goodwood-breakfast-club-jaguar-xj220-1526059639-1600.jpg A Jaguar XJ220. 217 mph and, briefly, the fastest production car in the world, troubled by a recession and the switch from the concept's V12 to a twin-turbo V6, it spent years unloved before re-evaluation lifted prices back up. A silver Jaguar XJ220 supercar, front three-quarter view in a paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/tvr-chimaera-4-0-1994-14439611345-1600.jpg A TVR Chimaera. The softer, more usable Rover-V8 roadster alongside the Griffith, part of the Peter Wheeler range that had TVR building several thousand cars a year by the end of the decade. A dark red TVR Chimaera roadster, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgf-16314557189-1300.jpg An MGF. MG's proper return to sports cars in 1995, a mid-engined K-series roadster aimed at the Mazda MX-5 and BMW Z3, and one of the more affordable late-1990s British classics today. A purple MGF mid-engined roadster parked by a building, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/clan/crusader/ https://britishclassiccars.co.uk/photos/clan-crusader-1971-58215157-1600.jpg A Clan Crusader in white. The whole car is a single glass-fibre monocoque with the Hillman Imp's 875cc engine in the tail, and it weighs only around 600 kg. A white Clan Crusader coupe, registration VFE 21, front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/clan-crusader-at-woburn-10238681-1600.jpg The Clan Crusader's wedge shape, the work of engineers who had just left Lotus. With no separate chassis, the fibreglass body is the structure, and a strong one: a Crusader passed a 30 mph crash test with under an inch of cockpit intrusion. A bright yellow Clan Crusader coupe, front three-quarter view on grass at a classic car show with Minis behind https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/1972-clan-crusader-1563448-1600.jpg A Clan Crusader in period competition trim. The little rear-engined fibreglass car took second overall on the 1972 Manx Rally, behind a full Ford works Escort. A red Clan Crusader with a competition roundel and a Scottish saltire sticker, front three-quarter view at a classic car show https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/prince-philip-visits-clan-motor-company-9717259904-53202448-1600.jpg Prince Philip visits the Clan factory in County Durham. The little company, set up by engineers fresh out of Lotus, drew real interest before the 1973 tax change cut it down. A black and white photograph of Prince Philip talking to a man beside a Clan Crusader at the Clan Motor Company factory https://www.flickr.com/commons/usage/ https://britishclassiccars.co.uk/photos/clan-clover-fv-13400681-1600.jpg The Clan Clover, the mid-engined spin-off built in Northern Ireland in the 1980s and powered by an Alfa Romeo flat-four. Only around two dozen were made, which makes it the rarest of all the Clans. A red Clan Clover, a mid-engined wedge-shaped coupe, photographed from the front https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/clan-clover-1985-87-15274596-1600.jpg The Clan Clover from behind, with its Alfa Romeo badge and Clover script. A very different car from the Imp-powered Crusader, and far rarer. A red Clan Clover photographed from the rear, showing the Alfa Romeo badge and Clover lettering, registration SAZ 3982 https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/clan-motor-company-9717259946-53202742-1600.jpg A Clan Crusader on a rally in period, throwing up spray through a water splash. The cars punched well above their weight in competition. A black and white period photograph of a Clan Crusader rally car driving through a water splash https://www.flickr.com/commons/usage/ https://britishclassiccars.co.uk/photos/corbridge-classic-car-show-2010-4760323919-74613014-1600.jpg Auxiliary lamps and a low nose: Crusaders were bought to be driven hard, and most of them were. A red Clan Crusader with rally lamps on grass at a classic car show, front three-quarter view, UK registration SCW 192L https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/corbridge-classic-car-show-2010-4760957614-74613009-1600.jpg Louvres over the Imp engine hung out behind the axle: the Crusader shares its layout with a Hillman. The rear of a red Clan Crusader showing the louvred engine cover and exhaust, UK registration SCW 192L https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/clan-clover-rv-13399342-1600.jpg The 1980s Clover revived the name in Northern Ireland, with Alfasud power in place of the Imp's. A red Clan Clover on grass at a classic car show, rear three-quarter view, Northern Ireland registration SZZ 8888 https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/classic-car-museums-uk/ https://britishclassiccars.co.uk/photos/jaguar-e-types-british-motor-museum-gaydon-1600.jpg A line of Jaguar E-Types at the British Motor Museum, Gaydon, from an early roadster to the V12. The museum holds the world's largest collection of historic British cars. A line of Jaguar E-Types, from an early roadster to a late V12, on display in a hall at the British Motor Museum, Gaydon https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/rover-brm-gas-turbine-3450023599-1600.jpg The Rover-BRM gas-turbine racer in the hall at Beaulieu, with competition and rally cars ranged behind it. The dark green Rover-BRM gas-turbine Le Mans car in the main hall of the National Motor Museum at Beaulieu, with rally and racing cars behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/haynes-international-motor-museum-sparkford-1600.jpg The Haynes International Motor Museum at Sparkford, Somerset, home to the UK's largest collection of cars and motorcycles. The curved white and orange entrance building of the Haynes International Motor Museum at Sparkford, Somerset https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/brooklands-museum-banked-circuit-1600.jpg A surviving stretch of the Brooklands banking, the world's first purpose-built motor racing circuit, opened in 1907. A surviving section of the steeply banked concrete racing circuit at Brooklands in Surrey, with a footbridge crossing it https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/coventry-transport-museum-hall-1600.jpg Inside Coventry Transport Museum, free to enter, whose collection of British-made road transport runs from everyday cars to locally built fire engines. A red locally built fire engine on display inside Coventry Transport Museum https://creativecommons.org/licenses/by/4.0 https://britishclassiccars.co.uk/classic-car-number-plates/ https://britishclassiccars.co.uk/photos/austin-healey-3000-2651383360-1600.jpg A pre-1980 Austin-Healey 3000 wearing the black-and-silver plates that suit a car of its age. The silver-on-black finish is legal only on cars built before 1 January 1980 and recorded in the historic tax class. The front of a powder-blue Austin-Healey 3000 sports car showing a black-and-silver number plate reading PSJ 242 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/classic-car-shipping/ https://britishclassiccars.co.uk/photos/1963-mgb-roadster-8083405796-1600.jpg The better the car, the stronger the case for a container. An early chrome-bumper MGB is exactly the sort of car whose value sits in its condition. A pale blue early MGB roadster with chrome bumpers and wire wheels displayed indoors under lights https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/classic-car-tyres/ https://britishclassiccars.co.uk/photos/austin-healey-3000-4666234123-1023.jpg An Austin-Healey 3000 on chrome wire wheels and period-correct tyres. The right tyre for a classic is a matter of both the handling it was set up for and the way it looks. A two-tone light blue and cream Austin-Healey 3000 with chrome wire wheels and period tyres, side three-quarter view on grass at a show https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/classic-tractor-values/ https://britishclassiccars.co.uk/photos/massey-ferguson-135-tractor-rosudgeon-vintage-rally-cornwall-september-2024-2-153327258-1600.jpg The Massey Ferguson 135, the market's benchmark: what one of these fetches tells you where classic tractor values stand. A red Massey Ferguson 135 in a lineup of classic tractors at a Cornish vintage rally http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/fordson-major-diesel-1952-50379591107-1600.jpg An honest working Fordson Major. The volume models trade in stable bands, condition setting the position within them. A work-worn blue 1952 Fordson Major Diesel on grass, UK registration LSL 274 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1961-fordson-super-major-doe-triple-d-179216016-1600.jpg The Doe Triple-D, two Fordson Majors made one. The conversions lead classic tractor values by a distance. A 1961 Doe Triple-D, two Fordson Super Major units joined in tandem, displayed at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/fordson-major-48972208413-1599.jpg The other end of the same model's band: a barn-find Major is worth a fraction of a sorted runner, and the gap exceeds the cost of the work. A rusty Fordson Major standing on earth inside a derelict barn https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/leyland-tractors-for-sale-at-auction-hornburyhill-farm-geograph-org-uk-5286508-136197749-1600.jpg Farm dispersals and specialist machinery auctions set the real prices; asking prices online run well ahead of the hammer. Leyland tractors lined up for sale at a farm auction https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/ferguson-and-leyland-tractors-kilnaheery-geograph-org-uk-5817049-141469650-1024.jpg Tractor runs and working days keep pulling new owners in, and saved tractors rarely leave the movement. A grey Ferguson and other classic tractors gathered on grass with onlookers https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/classic-tractors/ https://britishclassiccars.co.uk/photos/massey-ferguson-135-with-a-plough-in-bolton-by-bowland-england-16240769-1600.jpg A Massey Ferguson 135 ploughing at a match. The classic British tractor is a living thing, still working fields and drawing crowds at shows and ploughing matches across the country. A red Massey Ferguson 135 ploughing a field at a ploughing match, seen from behind with a mounted plough, other classic tractors working in the distance https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/1950-ferguson-tea20-153575436-1600.jpg The little grey Ferguson TE20, the machine that carried Harry Ferguson's three-point system to ordinary farms from 1946. More than any other tractor, it is where the modern tractor begins. A grey Ferguson TE-A20 tractor, registration CCF 927, at a vintage rally https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/847ebm-1961-fordson-super-major-164941595-1600.jpg The Fordson Major, the heavyweight of the British farm, here in its final Super Major form. Ford built it at Dagenham alongside the Fergusons, Nuffields and David Browns that fill these pages. A blue and orange Fordson Super Major, registration 847 EBM, on a show field https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/nuffield-465-tractor-gdsf-2022-43-122515910-1600.jpg Orange, grey, blue and red, the tractor lines at events like the Great Dorset Steam Fair draw enormous crowds. A vintage tractor is a direct link to the way the country fed itself. An orange Nuffield 465 tractor at the Great Dorset Steam Fair, a rider aboard https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/leyland-154-tractor-12621380-1600.jpg The blue Leyland 154, the Nuffield's successor under British Leyland. A two-tone blue Leyland 154 compact tractor on grass at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/nuffield-universal-tractor-flickr-mick-lumix-18256010-1600.jpg The orange Nuffield Universal, the tractor built by the Morris car empire. An immaculately restored orange Nuffield Universal tractor on display https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1967-david-brown-880-selectamatuc-153233927-1600.jpg A David Brown Selectamatic 880, from the Yorkshire firm that also owned Aston Martin. A white and red David Brown Selectamatic 880, registration LAO 326E, at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/massey-ferguson-mf-135-11448304-1600.jpg The Massey Ferguson 135, the tractor a whole generation of farmers learned on. An immaculately restored red Massey Ferguson 135 under a show marquee https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1945-fordson-major-model-e27n-antique-tractor-49497834581-113185217-1600.jpg The earlier E27N Fordson Major, tall and narrow and unmistakably of the post-war years. A restored blue Fordson Major E27N on display indoors, upright exhaust and spade-lug wheels https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/red-nuffield-10slah60-pic2-25370265-1600.jpg A Nuffield 10/60, named for its ten-speed gearbox, which Nuffield claimed as the first on a British tractor. An orange Nuffield 10/60 tractor at a show http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/1950-david-brown-cropmaster-153233847-1600.jpg A David Brown Cropmaster, the post-war tractor that made the marque's name in its own right. A faded works-red David Brown Cropmaster on grass at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/old-leyland-tractor-geograph-org-uk-7125562-156943756-1600.jpg A Leyland 270 in two-tone blue, a late Nuffield design carried on in British Leyland's colours. A blue Leyland 270 tractor with a safety cab parked on gravel https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/1954-ferguson-te20-178444442-1600.jpg A Ferguson TEF20, the diesel version of the little grey Fergie and the most sought-after engine today. A grey Ferguson TEF20 diesel tractor at a museum https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/classic-vans/ https://britishclassiccars.co.uk/photos/lmg309k-morris-minor-van-gpo-telephones-yellow-livery-5224342026-1600.jpg A Post Office Telephones Morris Minor van. The everyday working vehicles of post-war Britain are now among its most sought-after classics. A yellow Post Office Telephones Morris Minor van with a ladder on the roof rack, on a country road https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jld717-1947-morris-eight-series-z-telephone-utility-5637028823-1600.jpg Working vehicles were used until they were finished, so a survivor in its own livery is genuinely rare. A green 1947 Morris Eight Series Z utility van in Post Office Telephones livery on a country road, UK registration JLD 717 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bedford-cf-1987-37756727552-1600.jpg Recovery bodies, campers, ice cream vans and mobile shops: the same van left the factory a dozen ways. A green Bedford CF recovery truck with a tilt bed in museum livery, parked on gravel, UK registration E927 VMW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-ford-escort-mk-i-super-van-12428161524-1600.jpg Car-derived vans shared everything forward of the bulkhead, which is why the parts are still findable. An orange 1971 Ford Escort Mk1 van parked on tarmac, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-p100-1992-48883551033-1600.jpg Pickups sit at the top of the working-vehicle market now, well clear of the saloons they were based on. A red 1992 Ford P100 pickup based on the Sierra, front three-quarter view, UK registration J768 YWG https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-6-cwt-pick-up-1969-morris-minor-badge-engineered-27998466401-1600.jpg Badge engineering ran through the commercials too: the same pickup wore Austin or Morris badges. A maroon 1969 Minor-based 6 cwt pickup with a canvas tilt over the bed, on grass at a commercial vehicle rally, UK registration KJT 975G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/daimler/conquest/ https://britishclassiccars.co.uk/photos/1953-daimler-conquest-5833891822-1600.jpg The Daimler Conquest: the oldest name in the British motor industry, sized for the professional classes. A blue 1953 Daimler Conquest saloon on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-daimler-conquest-2-5-8148873318-1600.jpg Leather, walnut and a fluted grille: limousine craftsmanship at a saloon footprint. A blue 1953 Daimler Conquest 2.5-litre at a show, front three-quarter view, UK registration YSY 759 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-conquest-series-dj-roadster-1954-13519058385-1600.jpg The Conquest Roadster, the range's great surprise: a two-seat sports Daimler, built in tiny numbers. A grey 1954 Daimler Conquest DJ Roadster displayed in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-conquest-7003774148-1600.jpg Behind the fluted grille, the fluid flywheel and preselector deliver Daimler's oiled-silk progress. A turquoise Daimler Conquest on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vintage-car-daimler-conquest-century-drophead-coupe-oed-922-110612-sandringham-5918250030-1600.jpg A Century drophead: the open Conquests occupy their own collector market above the saloons. A cream Daimler Conquest Century drophead coupe with dark hood, UK registration OED 922 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/daimler-conquest-series-dj-roadster-1954-13519468124-1600.jpg The DJ Roadster was Daimler at its least sensible, and it is the Conquest everyone now remembers. A grey 1954 Daimler Conquest Roadster on indoor display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-conquest-roadster-sensibly-comfortable-seating-for-3-rather-than-impossi-7975572051-1600.jpg A lever on the column and a pedal to engage it: the preselector is the strangest pleasure here. The interior of a Daimler Conquest Roadster showing the dashboard dials, bench seat and preselector controls https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-daimler-conquest-hvs110-13998011424-1600.jpg Against a Rover 75 or a Riley RM the Daimler sold on quietness, and charged accordingly. A red and cream 1955 Daimler Conquest saloon at an indoor classic car show, front three-quarter view, UK registration YVS 110 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1952-daimler-conquest-2-5litre-3601656166-1600.jpg Parts are harder than for a Rover, but the club is knowledgeable and the cars are undemanding. A pale blue Daimler Conquest saloon on grass at a classic vehicle rally, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-conquest-series-dj-roadster-1954-13519111985-1536.jpg Only about 65 Roadsters were built, which is why they appear in museums more often than in traffic. A grey Daimler Conquest Roadster with a dark blue drophead beside it on indoor display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-conquest-series-dj-roadster-1954-13519168615-1600.jpg The fluted radiator top: Daimler's signature since the Edwardian era, and never given up. Close-up of a Daimler Conquest radiator grille with its fluted top and bonnet mascot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-daimler-conquest-2-5-litre-5978018377-1600.jpg Around 9,700 Conquests and Centuries were built, and Scotland's shows turn up more than their share. A blue Daimler Conquest saloon on grass at a classic car show, side view, UK registration YSY 759 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/david-brown/tractors/ https://britishclassiccars.co.uk/photos/david-brown-selectamatic-990-54220729498-1080.jpg A David Brown Selectamatic 990 in the marque's later white livery. The 990 is the most familiar classic David Brown and an affordable way into the marque built by the same company that owned Aston Martin. A David Brown Selectamatic 990 tractor in white with a cab, side view, the David Brown Selectamatic 990 name visible on the bonnet https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1950-david-brown-cropmaster-153233847-1600.jpg A 1950 Cropmaster, the well-made post-war tractor that established David Brown as a serious name in its own right after the split from Harry Ferguson. A faded works-red David Brown Cropmaster with a plough, registration RRT 666, on grass at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/david-brown-tractor-1957-48287755692-1600.jpg An earlier red David Brown from 1957, fitted with a mid-mounted toolbar. The marque built steadily through the 1950s and 1960s before the white Selectamatic era arrived. A red 1957 David Brown tractor with a mid-mounted toolbar implement, viewed from above in a yard https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-david-brown-880-selectamatuc-153233927-1600.jpg A Selectamatic 880 restored to a high standard. The same Yorkshire firm that machined gears this precisely built the Aston Martin DB5, and the engineering care shows in both. An immaculate white and red David Brown Selectamatic 880, registration LAO 326E, at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/david-brown-selectamatic-880-10320797-1600.jpg A Selectamatic 880 ploughing. On any Selectamatic the hydraulic system was the whole selling point, so work through its functions and make sure the lift is firm. A white David Brown Selectamatic 880 with a cab ploughing a muddy field https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/david-brown-case-995-tractor-rosudgeon-vintage-rally-cornwall-september-2024-153320916-1600.jpg A later white 995 at a Cornish rally. A running Selectamatic is one of the more affordable ways into the hobby; earlier Cropmasters and a genuine Ferguson-Brown climb well beyond. A white David Brown 995 with a cab on grass at a Cornish vintage rally, a grey Ferguson in front http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/david-brown-990-implematic-1965-1-89866687-1600.jpg A 990 Implematic restored to its bright red and yellow. The 990 is the most familiar David Brown, and a well-kept one shows exactly why the marque rewards the owner who cares about engineering. A restored bright red and yellow David Brown 990, the 990 name on the bonnet, at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/ecl868-1948-david-brown-cropmaster-119938721-1600.jpg A 1948 Cropmaster driven through a steam fair, two up. A red 1948 David Brown Cropmaster, registration ECL 868, being driven at a steam fair with two riders https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/david-brown-850-153223791-1600.jpg A David Brown 850 Implematic in red and yellow, from the range that bridged the Cropmaster and Selectamatic eras. A red and yellow David Brown 850 Implematic on grass at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/david-brown-25-2-153233879-1600.jpg A David Brown 25 in honest, faded works red. A weathered red David Brown 25 tractor, side profile in woodland https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1954-david-brown-30c-153233560-1600.jpg A 1954 David Brown 30C among the lines at a steam fair. A red David Brown 30C, registration 810 AHK, at a vintage steam fair https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/david-brown-880-onw-950b-25-may-2026-193279326-1600.jpg A David Brown 880 in a village fete parade, Union Jack bunting overhead. A red David Brown 880, registration ONW 950B, in a village fete parade with bunting and crowds http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/1971-david-brown-990-73866383-1600.jpg A cabbed 990 of 1971, the later Synchromesh-era David Brown that ran on towards the Case takeover. A white and blue cabbed David Brown 990 of 1971 parked in a yard https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/decades/ https://britishclassiccars.co.uk/photos/jaguar-ford-mg-triumph-lineup-3776291266-1600.jpg Classic British cars gathered at a show, Jaguar, Ford, MG and Triumph together. The decade pages trace these marques and more from the 1920s onward. A lineup of classic British cars at a show, a Jaguar, a Ford, a red MGB and two Triumphs, parked in front of an old brick workshop, all on UK plates https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/ds6561-1925-bullnose-morris-53971687131-1600.jpg A 1925 Bullnose Morris. Mass production at Cowley made Morris Britain's largest car maker by the mid-1920s, while the Austin Seven took care of the bottom of the market. A 1925 Bullnose Morris open tourer with polished radiator and its windscreen frame upright, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/alvis-speed-25-dhc-1937-27049320999-1600.jpg A 1937 Alvis Speed 25 drophead. While the baby cars motorised the middle class, the coachbuilders reached a height they never touched again. A maroon 1937 Alvis Speed 25 drophead coupe with its cream hood raised, on display indoors at a classic car show, front three-quarter view, UK registration AWS 298 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-1-1952-14061238503-1600.jpg A Land Rover Series I. Launched in 1948, it was one of the cars that began the post-war restart, and it went on to run in recognisable form for almost seventy years. A dark green Land Rover Series I soft-top, three-quarter front view, on show grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-roadster-cafe-5254491-1600.jpg An Austin-Healey. From the 1953 'Hundred' onwards, the big Healey roadster was one of the cars that built the 1950s sports-car export boom. A red Austin-Healey roadster with wire wheels and the top folded down, parked at the kerb outside a busy cafe https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/a-vintage-mini-cooper-parked-outdoors-at-the-circuit-of-the-americas-2838729-1600.jpg A Mini Cooper. Launched in 1959, the Mini ran for over forty years and is the other car, alongside the E-Type, that most people picture when they think of the 1960s. A black Mini Cooper S with white bonnet stripes and wide wheel-arch extensions, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/capri-14017619142-1024.jpg A Ford Capri, the people's coupe of the 1970s, one of the everyday cars that defined an era as much as the famous sports cars did. A white Ford Capri Mk1 with a matt-black bonnet at a British classic car show, UK registration ROR 289G https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/d797rjn-ford-sierra-cosworth-4x4-52079097340-1600.jpg A Ford Sierra Cosworth. The Sierra and Sapphire Cosworths made the late 1980s the years the fast Ford turned giant-killer, on the road and the rally stage alike. A silver Ford Sierra Cosworth with a tall whale-tail rear spoiler, three-quarter front view on show grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-elise-1998-47260513981-1600.jpg A Lotus Elise. The featherweight Hethel sports car of 1996 capped the 1990s small-volume renaissance and is now itself crossing into classic status. A British racing green Lotus Elise Series 1 with gold wheels, three-quarter front view at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-trio-british-classics-1600.jpg Three Jaguars across the eras, from the 1950s XK120 to the 1960s E-Type and Mk2 saloon, a reminder that each decade added its own shapes to the British story. Three classic Jaguars parked nose-to-tail on a country lane, a blue XK120 fixed-head coupe, a cream E-Type and a green Mk2 240 saloon, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-saloon-green-3791376-1600.jpg A Morris Minor, the everyman saloon of the late-1940s restart, drawn by Alec Issigonis a decade before he gave Britain the Mini. A dark green Morris Minor two-door saloon with cream wheels, three-quarter front view, parked on cobbles before a brick building https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgb-roadster-1977-51101142979-1600.jpg An MGB, the affordable open sports car that ran from 1962 to 1980 and sold in huge numbers, a thread that crosses the 1960s and 1970s pages alike. A primrose yellow MG MGB roadster parked by a wooden fence, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/range-rover-classic-two-door-cotswold-27847542-1600.jpg A Range Rover Classic, the 1970 design that spent the 1980s turning from country workhorse into status object, a story the later decade pages pick up. An olive-green two-door Range Rover Classic parked on a street in front of honey-coloured Cotswold stone buildings https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/tvr-griffith-2650574761-1600.jpg A TVR Griffith. The Blackpool firm's Rover-V8 roadster announced the 1990s specialist boom, when the small workshops inherited the sports-car ground the volume makers had left. A metallic blue-green TVR Griffith convertible, head-on front view, against a wooden fence and hedge https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/dutton/ https://britishclassiccars.co.uk/photos/dutton-phaeton-flickr-exfordy-18346062-1600.jpg A Dutton Phaeton, the cycle-winged open roadster that was one of Dutton's great best-sellers. Built on cheap Ford Escort running gear, it put a home-built sports car on the road for very little. A green Dutton Phaeton cycle-winged open roadster with a yellow nose, registration YVM 830M, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/dutton-s1-1600ccm100ps-1975-983983-1280.jpg A 1975 Dutton roadster in yellow. At its peak the company was the most prolific kit-car maker in the world, turning out over a thousand cars a year from four Sussex factories. A yellow Dutton open roadster with cycle wings, registration JF 4501, side view on grass at a classic car show https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/dutton-malaga-twin-cam-148639746-1600.jpg A Dutton Malaga, seen from the rear with the maker's name across the panel. The early Duttons used Triumph Herald and Spitfire running gear before the switch to Ford. A red Dutton Malaga open roadster seen from the rear, with the Dutton name on the rear panel, registration OB 985 NC https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/dutton-sierra-60747603-1600.jpg The Dutton Sierra, a practical glass-fibre estate on Ford Escort mechanicals. Dutton used the Sierra name years before Ford did, and won the High Court case that followed. A red Dutton Sierra, a glass-fibre estate-style car with a rear-mounted spare wheel and chunky tyres, front three-quarter view at a classic car show https://creativecommons.org/licenses/by-sa/3.0/de/deed.en https://britishclassiccars.co.uk/photos/dutton-legerra-flickr-exfordy-18346181-1600.jpg A Dutton Legerra, one of the last models before Tim Dutton wound up the kit-car business in 1989. A red Dutton Legerra roadster with the soft top folded, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/dutton-melos-rolling-chassis-flickr-exfordy-18373364-1600.jpg A Dutton rolling chassis: the simple steel ladder frame with the donor's running gear bolted in, before the glass-fibre body goes on. This is the whole secret of the cheap home build. A bare Dutton steel ladder chassis with running gear fitted but no body https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1978-donor-dutton-phaeton-1-8-front-79002602-1600.jpg A 1978 Dutton Phaeton on Ford running gear, the cycle-winged roadster from the front. A red 1978 Dutton Phaeton cycle-winged roadster, front view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1978-donor-dutton-phaeton-1-8-rear-79002600-1600.jpg The same Phaeton from the rear. The exposed wheels and minimal bodywork kept both weight and cost right down. A red 1978 Dutton Phaeton cycle-winged roadster, rear view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/dutton-phaeton-rear-mont-cauvaire-25339554-1524.jpg A Dutton Phaeton on the road in France. The cars were cheap, light and genuinely usable, which is much of why so many were built. A yellow Dutton Phaeton photographed from the rear on a road https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/dutton-super-seven-111353402-1600.jpg A Dutton in Lotus-Seven style. The company built a range of cheap open sports cars on this pattern through the 1970s and 1980s. An orange Dutton Seven-style open roadster at a classic car show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/dutton-s1-r-3508459-1600.jpg An early Dutton roadster from the rear. Build quality varied from car to car, because every one was assembled at home. A silver Dutton open roadster photographed from the rear https://creativecommons.org/licenses/by/3.0 https://britishclassiccars.co.uk/photos/dutton-benito-11716904-1600.jpg The Dutton Beneto, an SUV-styled model from the very end of the company's life in 1989, built on Ford Escort parts like most late Duttons. A beige Dutton Beneto, an SUV-styled kit car, on grass at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/exporting-a-classic-car/ https://britishclassiccars.co.uk/photos/mg-b-9960010313-1600.jpg The end of the journey. An MGB on a driveway a long way from Abingdon, which is where a good many of them went and where a good many still are. A dark MGB roadster with its hood up parked on the drive of a clapboard house overseas https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ferguson/te20/ https://britishclassiccars.co.uk/photos/1946-1956-ferguson-te20-front-104509436-1600.jpg The little grey Fergie. Small, light, and painted a single modest grey, the Ferguson TE20 carried Harry Ferguson's three-point system to ordinary farms and changed how the world farmed. A grey Ferguson TE20 tractor, front three-quarter view, showing the upright exhaust and the single shade of grey paint, standing in a field https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/three-point-linkage-ferguson-te-20-abergavenny-15359463-1600.jpg The Ferguson System itself: the three-point hydraulic linkage at the back of a TE20. This arrangement, carrying the implement and controlling it automatically, is the idea almost every tractor since has copied. Close-up of the rear three-point hydraulic linkage of a Ferguson TE20, showing the lift arms, top-link mount and power take-off between the rear tyres https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/ferguson-te20-tractor-flickr-mick-lumix-18301016-1600.jpg A beautifully restored TE20 on the show field. Simple, affordable, and endlessly supported by clubs and specialists, the Fergie is one of the easiest of all classics to own and to show. A restored grey Ferguson TE20 on show, side-front view, lined up with other classic tractors https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1954-ferguson-te20-178444442-1600.jpg A TEF20, the diesel Fergie offered from the early 1950s and the most sought-after engine today for its economy and pulling character. Most survivors, though, are the more common petrol and TVO tractors. A grey Ferguson TEF20 diesel tractor at a museum, side three-quarter view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/a-grey-ferguson-vintage-tractor-at-philiphaugh-geograph-org-uk-7798817-167270923-1200.jpg An honest, unrestored Fergie sitting in the grass with its plough still mounted. Test the hydraulics first and hardest: a weak or leaking lift is the most important fault to find, because it goes to the heart of what the tractor is. A grey Ferguson TE20 with a mounted plough standing in long grass beside a hedge https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/1950-ferguson-tea20-153575436-1600.jpg A tidy TE-A20 on the show field. Working hydraulics, honest history and a sound engine count for far more than fresh paint. A tidy grey Ferguson TE-A20, registration CCF 927, on grass at a vintage rally https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/ferguson-te20-coventry-transport-museum-134598981-1600.jpg A TE20 preserved in the Coventry Transport Museum, in the city where more than half a million were built. The Fergie is the tractor every other tractor copied. A grey Ferguson TE20 on display in the Coventry Transport Museum https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/ferguson-tractor-made-by-david-brown-limited-huddersfield-98749659-1600.jpg Where it began: a Ferguson-Brown Type A, built in Huddersfield by David Brown, the first tractor to carry Ferguson's system into production before the Ford-Ferguson and the TE20. An early grey Ferguson-Brown Type A tractor on steel spoked wheels, displayed on a flatbed https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1953-ferguson-te-20-153575615-1600.jpg A 1953 TE-20 out at a steam rally, one of the half-million still scattered across the country. A grey Ferguson TE-20 at a vintage steam rally, fairground rides behind https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1954-ferguson-tef-153575562-1600.jpg A 1954 TEF20 diesel on the rally field. A grey Ferguson TEF20 diesel, front three-quarter view on show grass, a red Massey Ferguson behind https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/ferguson-te20-grey-82549337-1600.jpg A grey Fergie by a farm shed, the everyday setting it was built for. A grey Ferguson TE20 parked beside a farm shed https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1946-1956-ferguson-te20-rear-104509438-1600.jpg The TE20 from behind, the three-point linkage that changed farming sitting between the rear wheels. A grey Ferguson TE20 seen from the rear, the three-point linkage and drawbar visible https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/tractor-52087056822-1600.jpg A grey Fergie kept by a Cornish cottage. The small farm and the smallholding were the everyday home of the TE20, and many have never left. A grey Ferguson TE20 parked by a whitewashed Cornish cottage and dry-stone wall, the sea beyond https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/ https://britishclassiccars.co.uk/photos/ford-lotus-cortina-mk1-2665985534-1600.jpg A Lotus Cortina at Goodwood. The Jim Clark touring-car car is where Ford's British performance story really begins, built around the Cortina that anchored the whole range. A white Ford Lotus Cortina Mk1 with a green side flash, number 109 and Team Lotus lettering, cornering at the Goodwood Festival of Speed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-deluxe-105e-2309995519-1600.jpg The Ford Anglia 105E. Halewood opened in 1963 to build it, before the plant turned to the Escort that replaced it. A pale green Ford Anglia 105E Deluxe with its reverse-rake rear window, front three-quarter view at a classic car meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-32303544761-1443.jpg The aerodynamic Sierra of 1982 replaced the upright Cortina and divided opinion in a way the Cortina never had. A silver Ford Sierra five-door hatchback, front three-quarter view in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/grey-ford-escort-mk2-rally-car-cornering-36907726-1600.jpg The rear-drive Escort Mk2 in rally trim. In RS form it took Ford the 1979 World Rally Championship and made the badge a legend. A grey Ford Escort Mk2 rally car, number 52 on gold wheels with flared arches, sliding through a corner https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/c345hke-ford-granada-scorpio-4x4-53873496209-1600.jpg The Granada Scorpio, Ford's executive flagship. Britain sold this car as the Granada; most of Europe knew it as the Scorpio. A champagne Ford Granada Scorpio 4x4, a 1986 C-registered car, at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs-cosworth-1993-54113868808-1600.jpg The Escort RS Cosworth, the turbocharged four-wheel-drive homologation special that crowned the front-drive Escort range. A red Ford Escort RS Cosworth with bonnet vents and a front splitter, front three-quarter view at a track meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/blue-ford-capri-mk2-parked-outside-brick-building-11064987-1600.jpg The Ford Capri, the affordable British coupe of the 1970s. The Cortina's running gear made into a sports car for the everyman. A blue Ford Capri Mk2 coupe parked outside a brick building, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1970-ford-capri-gt-v6-ad-3839715396-990.jpg A period Capri advertisement. Ford sold the Capri on the promise of cheap V6 muscle, the going thing of the early 1970s. A period Ford advertisement headed New Capri V6, new shape of power for the 70s, with illustrations of the Capri coupe https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-cosworth-1986-18942179080-1600.jpg The Sierra RS Cosworth, the turbocharged Ford that began the Cosworth performance lineage the Sapphire and the Escort carried on. A silver Ford Sierra RS Cosworth three-door with its whale-tail rear spoiler and bonnet vents, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-xr2-1989-52214522792-1600.jpg The Fiesta XR2, Ford's hot supermini. The Fiesta took Ford into the small-car class it had left to others, and the XR2 made it quick. A grey Ford Fiesta XR2 hot hatchback with a red pinstripe and alloy wheels, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1977-ford-te-cortina-gl-saloon-16629956041-1600.jpg The everyday Cortina, the squared-off Mk4 that led the British sales charts, the volume heart of the range. An orange Ford Cortina Mk4 four-door saloon at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1978-27863390728-1600.jpg The Escort RS2000 and its droop-snoot nose, the rally-bred Escort in the form most people remember. A yellow Ford Escort Mk2 RS2000 with its black droop-snoot nose, front three-quarter view at a seafront gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/anglia/ https://britishclassiccars.co.uk/photos/1966-ford-anglia-super-123e-29472029830-1600.jpg A Ford Anglia 105E Super. More than a million were built, and the forward-sloping rear window seen here is the car's signature feature. A pale blue Ford Anglia 105E Super at a classic-car show, front three-quarter view showing the reverse-rake rear window https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-deluxe-105e-2309995519-1600.jpg The reverse-rake rear window in profile. Borrowed from American Fords, it sloped forwards rather than back, giving the Anglia a look like nothing else on a British road in 1959. A pale green Ford Anglia 105E in profile, showing the forward-sloping reverse-rake rear window https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-105e-police-car-english-village-street-37608588-37608588-1600.jpg A 105E dressed as a period police car on an English village street. The Anglia was a fixture of 1960s British life, and has appeared on screen ever since. A pale blue Ford Anglia 105E in period police livery parked on a stone-built English village street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rusty-ford-anglia-105e-under-fir-trees-11559041-1600.jpg The other end of the scale: a rusty, long-abandoned Anglia. Corrosion in the floors, sills and wings is the main enemy, and a project like this is the cheapest way in. A derelict, rusty Ford Anglia 105E with a smashed windscreen abandoned under fir trees https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-anglia-img-4045-154687376-1200.jpg A 105E in historic touring-car racing. The light Anglia shell made a successful and popular competition car in period, and still does. A purple Ford Anglia 105E racing car cornering on a circuit https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-super-1965-15774759847-1600.jpg An Anglia Super, the 1198cc 123E version with more power and an all-synchromesh gearbox, the one to have for modern driving. A two-tone Ford Anglia 105E Super at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-ford-anglia-super-123e-9788854104-1600.jpg A well-kept Anglia. Parts are cheap and widely available, which makes it one of the easiest classic Fords to own. A Ford Anglia 105E Super, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-super-123e-1963-46241877562-1600.jpg The Anglia put more than a million British families on the road, and was for many the first new car they ever owned. A Ford Anglia 105E Super at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-1962-53843657748-1080.jpg The over-square, free-revving Kent engine made the little Anglia willing and easy to drive, especially in 1198cc form. A Ford Anglia 105E, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-super-123e-1966-43262693011-1600.jpg Modest values and cheap running make the Anglia one of the friendliest ways into 1960s Ford ownership. A Ford Anglia 105E Super at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-anglia-100e-1958-59-facelift-3526998503-1600.jpg The earlier 100E Anglia, the sidevalve car the 105E replaced in 1959, with conventional rather than reverse-rake styling. An earlier Ford Anglia 100E at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/green-ford-anglia-105e-parked-on-sunlit-street-16897804-1600.jpg A green 105E. The Anglia's cheerful, upright style has made it a favourite well beyond Britain. A green Ford Anglia 105E parked on a sunlit street https://www.pexels.com/license/ https://britishclassiccars.co.uk/ford/capri/ https://britishclassiccars.co.uk/photos/ford-capri-mk1-16064303303-1600.jpg A Mk1 Capri, the purest of the three shapes. Launched in 1969 to be the European Mustang, it proved the idea worked with nearly two million sales. A red Mk1 Ford Capri parked on a British street, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ucw421x-1981-ford-capri-2-8i-51351939937-1600.jpg A Ford Capri 2.8 Injection, the enthusiast's favourite road car, with the bonnet up to show the fuel-injected 2.8-litre Cologne V6 that crowned the Mk3 range. A metallic blue Ford Capri 2.8 Injection with the bonnet raised, showing the V6 engine, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/blue-ford-capri-mk2-parked-outside-brick-building-11064987-1600.jpg A Mk2 Capri. The 1974 facelift added a practical hatchback tailgate without losing the long-bonnet fastback look. A dark blue Mk2 Ford Capri parked outside a brick building, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-capri-2-8-injection-1984-33918497398-1600.jpg What separates a Capri from an ordinary coupe is the V6 and its unmistakable hard-edged note. The six-cylinder cars command a clear premium over the fours. A dark Ford Capri 2.8 Injection, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-capri-3-0-ghia-1977-15291542836-1600.jpg A 3.0 Ghia, the plush top of the early V6 range. When buying any Capri, rust in the sills, floors, wings and screen surrounds is the great enemy. A gold Ford Capri 3.0 Ghia, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-ford-capri-3-0s-18055728791-1600.jpg A Mk3 3.0S. The four-headlamp Mk3 is the shape most people picture, and the V6 cars are the ones to have. A beige Ford Capri 3.0S Mk3, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-ford-capri-mk-iii-1-6-l-12285088314-1600.jpg A four-cylinder Mk3. The cheaper 1.6 and 2.0 cars give you the looks affordably and are an easy way into Capri ownership. A red Ford Capri Mk3 1.6, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-capri-2-8-injection-1982-50907957673-1600.jpg A 2.8 Injection. Values have risen strongly, with the V6 cars and the 2.8i leading the way. A red Ford Capri 2.8 Injection, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/var461j-ford-capri-3-0l-gt-52016108798-1600.jpg A 3.0 GT. The earlier 3.0-litre Essex V6 cars are sought-after for their rawness and their noise. A red Ford Capri 3.0 GT, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mve-397h-1969-ford-capri-1600xl-13974417766-1600.jpg A 1969 Mk1 in 1600XL form, the original shape. Light, rear-driven and characterful, the Capri is as fun to use as it is to look at. A black 1969 Ford Capri 1600XL Mk1, front three-quarter view at a British classic vehicle rally, UK registration MVE 397H https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-capri-2-8-injection-1983-51321581956-1600.jpg Another 2.8 Injection, the sweet spot of the range, with a strong following and good parts support. A Ford Capri 2.8 Injection at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-ford-capri-gt-v6-ad-3839715396-990.jpg A period advertisement for the V6 Capri. The pitch, glamour for the many and real pace for the few, is exactly why the car sold so well. A period magazine advertisement for the Ford Capri GT V6 https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/ford/consul/ https://britishclassiccars.co.uk/photos/529uxh-1959-ford-consul-mk2-52108350028-1600.jpg A two-tone Ford Consul Mk2, the restyled 1956–62 car and one of the Three Graces. As the four-cylinder base of the range, the Consul was the most affordable of Ford's big saloons. A two-tone cream-and-black Ford Consul Mk2 saloon, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sgf832-1955-ford-consul-mk1-52989842819-1600.jpg An early Mk1 Consul, here as an estate. The Mk1 of 1951–56 was, with the Zephyr, the first British Ford built with modern unitary construction rather than a separate chassis. A cream Ford Consul Mk1 estate with the bonnet raised, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1958-ford-consul-6365547771-1600.jpg A Mk2 Consul. The longer, restyled second-generation car wore styling clearly influenced by contemporary American Fords. A salmon-and-white Ford Consul Mk2 with a white roof, front view at a show https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1960-ford-consul-mk-ii-5821622827-1600.jpg A solid Mk2. When buying, rust in the floors, sills, wings and suspension mounts matters far more than mileage, and a sound car is always the better buy. A dark Ford Consul Mk2 saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/psl116-1958-ford-consul-mk2-highline-52989704241-1600.jpg A well-kept Mk2. The Consul was built in large numbers, so the mechanicals are well understood and most service parts can still be found. A cream Ford Consul Mk2 Highline saloon at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-consul-1957-29191198557-1600.jpg The four-cylinder Consul is the lighter, more economical and more affordable car of the big-Ford family. A two-tone Ford Consul Mk2, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-ford-consul-mk2-9119918002-1600.jpg A late Mk2 Consul. The model ran to 1962, when the Consul name passed to a new and quite separate range of smaller cars. A grey Ford Consul Mk2 saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-ford-consul-mk2-29136507794-1600.jpg The Consul brought modern unitary construction to the British Ford range, the template for almost every Ford that followed. A Ford Consul Mk2 at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-consul-mk1-front-mono-7030980-1600.jpg The original Mk1 Consul of 1951. Its clean, modern, transatlantic look was styled under George Walker of Ford's American parent. A black-and-white photograph of an early Ford Consul Mk1, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-consul-mkii-5881422331-1600.jpg A Mk2 Consul. These are affordable, characterful 1950s family classics, valued for their honest engineering and their place in Ford history. A Ford Consul Mk2 saloon on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-ford-consul-mk2-9117696095-1600.jpg To drive, the Consul is roomy, soft and relaxed, exactly as a 1950s family saloon was meant to be. A Ford Consul Mk2 saloon, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-consul-7166408556-1600.jpg An honest Consul. For an affordable entry into early big-Ford ownership, the lighter four-cylinder car is hard to beat. A Ford Consul saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/cortina/ https://britishclassiccars.co.uk/photos/ford-cortina-mk2-gold-saloon-17939869-1600.jpg A Ford Cortina Mk2, the second of five generations. For most of the 1960s and 70s the Cortina was simply the car Britain bought, the best-selling car in the country. A gold Ford Cortina Mk2 four-door saloon at a show, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/red-ford-cortina-mk3-front-view-27308448-27308448-1600.jpg The 'coke-bottle' Mk3 of 1970, the most American-influenced Cortina. Each generation restyled the car while keeping the same winning formula underneath. A red Ford Cortina Mk3, head-on front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-cortina-mk4-10-3-07-1768649-1600.jpg An everyday Mk4 saloon. The squared-off Mk4 and Mk5 kept Ford at the top of the charts to the end of the 1970s, and the 1979 range set a registration record. A dark blue Ford Cortina Mk4 four-door saloon on a street, front three-quarter view https://creativecommons.org/licenses/by/2.5 https://britishclassiccars.co.uk/photos/ford-lotus-cortina-mk1-2665985534-1600.jpg The Lotus Cortina, the twin-cam homologation special that won touring-car races in Jim Clark's hands. It is the most sought-after Cortina of all. A white Ford Lotus Cortina Mk1 with a green side flash cornering at a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/yjf18s-ford-cortina-ghia-54549258087-1600.jpg A Mk5 Ghia, the plush end of the range Ford sold as the Cortina 80. The mechanicals are simple, shared across the Ford range and well supported. A light blue Ford Cortina Mk5 Ghia four-door saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1979-ford-cortina-1-6-l-mk-iv-9743020694-38912312-1600.jpg A tired Mk4 awaiting restoration. The Mk4 is reckoned the rarest Cortina, the cars used hard and lost to rust, so a sound original is a real find. A faded red Ford Cortina Mk4 awaiting restoration in a yard, rear three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/avx466x-1981-ford-cortina-ghia-51349042134-1600.jpg A Mk5 Ghia. The last Cortina bowed out in 1982, replaced by the aerodynamic Sierra. A bronze Ford Cortina Mk5 Ghia four-door saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-cortina-mk3-yellow-bonnet-open-12582268-1600.jpg Under the bonnet of a Mk3. The Kent and Pinto engines are durable and easy to work on, part of why the Cortina is such an approachable classic. A yellow Ford Cortina Mk3 with the bonnet open, showing the engine https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1969-ford-cortina-mk2-5897922445-1600.jpg Quad lamps mark out the sporting Mk2s, and they are the ones that survived in the best condition. A maroon Ford Cortina Mk2 with four headlamps on grass at a classic car show, front three-quarter view, UK registration MRS 642G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/cortina-mk3-4483645759-1024.jpg The GXL sat at the top of the Mk3 range, with quad lamps, a vinyl roof and a good deal of brightwork. A gold Ford Cortina Mk3 GXL with quad headlamps on grass at a classic car show, front three-quarter view, UK registration EDD 846L https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/ford-cortina-mk-3-1974-30197872458-1600.jpg Coke-bottle hips and a long tail: the Mk3 was the most American-looking Cortina of them all. A green Ford Cortina Mk3 on grass at a classic car show, rear three-quarter view, UK registration WGU 458M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-cortina-2000gt-mk-3-crayford-convertible-1972-53339374953-1600.jpg Crayford cut the roof off a handful of Cortinas, and the survivors are the rarest of all. A red Ford Cortina 2000GT Mk3 Crayford convertible on a Cortina club stand at an indoor show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/cortina/mk4/ https://britishclassiccars.co.uk/photos/1976-ford-cortina-1-6-gl-4-door-saloon-in-white-rare-now-9251095868-38912301-1600.jpg A Cortina Mk4 1.6 GL. The squared-off body replaced the curvy Mk3 and kept Ford at the top of the British sales charts. A white Ford Cortina Mk4 1.6 GL four-door saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/yjf18s-ford-cortina-ghia-54549258087-1600.jpg The Ghia was the Mk4's new range-topper, with vinyl roof, alloy wheels and a plusher cabin, replacing the old GXL and 2000E badges. A light blue Ford Cortina Ghia four-door saloon with a vinyl roof, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-cortina-mk4-10-3-07-1768649-1600.jpg An ordinary Cortina at the kerb in front of British flats. This was the everyday shape of the late 1970s, seen on every street. A dark blue Ford Cortina Mk4 four-door saloon parked on a British street in front of brick flats, front three-quarter view https://creativecommons.org/licenses/by/2.5 https://britishclassiccars.co.uk/photos/1979-ford-cortina-1-6-l-mk-iv-9743020694-38912312-1600.jpg A Cortina Mk4 left to the weather. Most went exactly this way, which is why a sound, dry-stored one is now a rare find. A faded red Ford Cortina Mk4 four-door saloon, rear three-quarter view, parked in long grass beside a barn https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1977-ford-cortina-2-0-ghia-estate-14102088731-38605550-1600.jpg A Ghia estate, the wood-and-velour treatment carried over into the load-carrier. A brown Ford Cortina Mk4 Ghia estate on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/abandoned-ford-cortina-mk-iv-10654490113-38911537-1600.jpg A tired survivor from behind, showing the square tail and upright glass of the Mk4. A weathered blue Ford Cortina Mk4 four-door saloon against a white wall, rear three-quarter view with the exhaust hanging down https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-cortina-2-0-l-mark-iv-front-denpasar-21131369286-66025536-1600.jpg The Cortina was a world Ford as well as a British one. This 2.0L Mk4 still works the street in Indonesia. A black Ford Cortina 2.0L Mk4 parked on a street in Denpasar, Indonesia, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/1977-ford-te-cortina-mk4-ad-4893090059-991.jpg A period Cortina advertisement from 1977. Ford sold the Mk4 on plain sense, space and economy rather than excitement, and it stayed the model to beat. A 1977 magazine advertisement for the Ford Cortina headed The beautiful fact, showing the squared-off Mk4 https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/fifty-shades-of-beige-53843745194-1080.jpg The owner's own joke, and a fair one: beige and gold accounted for a remarkable share of Mk4 sales. A beige Ford Cortina Mk4 estate on grass at a show, rear three-quarter view, with a Fifty Shades of Beige sticker in the tailgate window, UK registration OUK 161X https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970s-british-pairing-53843690728-1080.jpg Parked beside the competition it beat: the Cortina outsold every British rival through the seventies. A pale blue Ford Cortina Mk4 saloon parked on grass beside a dark Triumph saloon at a show, UK registration WVY 890R https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1978-ford-cortina-2-0l-estate-11167867204-38922397-1600.jpg The estate carried the family and the trade, and export markets took them in large numbers. A gold Ford Cortina Mk4 estate parked at the kerb on a suburban street, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1978-ford-cortina-te-x-pack-ii-limited-edition-ad-australia-5220500518-835.jpg Ford Australia built its own Cortinas and its own special editions, including six-cylinder versions. A period Ford Australia advertisement for the Cortina TE X-Pack II limited edition https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/ford/cortina/mk5/ https://britishclassiccars.co.uk/photos/avx466x-1981-ford-cortina-ghia-51349042134-1600.jpg A 1981 Cortina Ghia, the car Ford badged the Cortina 80 and everyone else called the Mk5. The slatted grille and larger glass mark it out from the Mk4. A bronze 1981 Ford Cortina Ghia four-door saloon, the Cortina 80 facelift, on display at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-cortina-1-6-crusader-1982-51536945387-1600.jpg The Crusader, the run-out special edition and the highest-specified Cortina of all. The badge on the bootlid marks out the model the very last cars wore. A blue 1982 Ford Cortina Crusader four-door saloon, rear three-quarter view at a classic car show, the Cortina 1.6 Crusader badge visible on the boot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-32303544761-1443.jpg The Sierra that replaced it. Conservative buyers resisted the jelly-mould shape at first, some choosing the last discounted Cortinas instead. A silver Ford Sierra five-door hatchback, front three-quarter view in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1982-ford-cortina-s-pack-11681634924-38922193-1600.jpg A Cortina with the S pack, the sporting option that replaced the standalone S model: driving lamps, firmer suspension and badging. A red Ford Cortina Mk5 four-door saloon with S-pack driving lamps and trim, front three-quarter view on a suburban street https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1983-ford-cortina-2-3-ghia-mk5-125661839-1600.jpg The 2.3 Ghia, the V6 at the top of the range. Electronic ignition lifted the Cologne V6 to around 116 brake horsepower for the Cortina 80. A silver Ford Cortina Mk5 2.3 Ghia four-door saloon with a red pinstripe, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1981-ford-cortina-mk-v-bakkie-pickup-21602246-1600.jpg South Africa built the Cortina as a pickup, the bakkie. Few Britons ever saw one; the open bonnet shows the familiar Ford four underneath. A white Ford Cortina Mk5 pickup, a South African bakkie, with its bonnet raised showing the engine bay, at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1982-ford-cortina-1-6-l-estate-14289891016-38605465-1600.jpg The Mk5 estate, the load-carrier that saw out the line alongside the saloon. A red 1982 Ford Cortina Mk5 five-door estate, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1980-ford-cortina-1-6l-saloon-14510868570-38921756-1600.jpg A base 1.6L Mk5. The plain trim is the version that actually filled the company car parks. An orange Ford Cortina Mk5 1.6L four-door saloon on display in a museum with aircraft behind, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1981-ford-cortina-2-0l-mk5-29998777564-70438147-1600.jpg A 2.0L Mk5, the Pinto-engined mid-range saloon that did the long motorway miles. A sage green Ford Cortina Mk5 2.0L four-door saloon, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-cortina-1-6gl-1982-40814238980-1600.jpg Vinyl roof, GL trim and alloy wheels: the Mk5 specification most owners actually chose. A red 1982 Ford Cortina 1.6 GL with a black vinyl roof in a car park, front three-quarter view, UK registration KOR 681Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fordcortina20080125-5268649-816.jpg Period browns and golds date a Mk5 instantly, and are now most of the reason people want one. A brown and gold two-tone Ford Cortina Mk5 parked on a gravel driveway, front three-quarter view http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/cortina-mk5-3447972618-32038071-1600.jpg The last Cortina of all: production ended in July 1982, and the Sierra had to follow this. A red Ford Cortina Mk5 on grass at a classic car show, front three-quarter view, UK registration STF 965Y https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/ford/escort/ https://britishclassiccars.co.uk/photos/grey-ford-escort-mk2-rally-car-cornering-36907726-1600.jpg An Escort Mk2 on a rally stage. Light, tough and rear-driven, the Escort became one of the most successful rally cars ever built, and that competition record underpins the whole classic-Escort story. A grey Ford Escort Mk2 rally car with flared arches sliding through a corner on a stage https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-escort-1300xl-4-door-1973-44832380345-1600.jpg An ordinary Mk1 Escort, here a 1300XL of 1973. The original rear-drive Escort of 1968 replaced the Anglia and put millions of families on the road. A yellow Ford Escort Mk1 1300XL four-door saloon at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gno106t-1979-ford-escort-ghia-51353414629-1600.jpg An everyday Mk2 saloon, here in plush Ghia trim. Cars like this, not the celebrated RS specials, are what most people actually owned, and the honest survivors are now genuinely rare. A silver Ford Escort Mk2 Ghia four-door saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/otu676p-1976-ford-escort-rs2000-51391162291-1600.jpg The Mk2 RS2000 and its droop-snoot nose, the road-going hero of the rear-drive rally Escorts and the fast Escort most people picture. An orange Mk2 Ford Escort RS2000 with the sloping droop-snoot nose, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/g39jop-ford-escort-xr3i-52077569287-1600.jpg The front-wheel-drive Escort XR3i. When the Escort went front-drive in 1980, the fast versions became hot hatches, and the XR3i outsold every rival. A white front-wheel-drive Ford Escort XR3i hatchback at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ohj934v-ford-escort-estate-19674982391-1600.jpg A Mk2 estate, one of the many ordinary body styles. Whatever the model, rust in the sills, wings, arches and floors matters far more than mileage when buying any Escort. A red Ford Escort Mk2 estate at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/yellow-ford-escort-rally-car-in-action-at-weston-park-during-a-36907708-1600.jpg A rear-drive Escort in full flight. The light, tunable shell made the Escort a giant-killer that took Ford the 1979 World Rally Championship. A yellow Ford Escort rally car cornering hard in action on a stage https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-escort-rs-cosworth-1993-54113868808-1600.jpg The Escort RS Cosworth of 1992, the turbocharged, four-wheel-drive homologation special that closed the fast-Escort story and now leads the values. A red Ford Escort RS Cosworth with bonnet vents and a front splitter at a track meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jyy-127j-ford-escort-mexico-19670405235-1600.jpg A Mk1 Escort Mexico, named for Ford's 1970 World Cup Rally win, the affordable rally-bred hero of the early cars. A green Mk1 Ford Escort Mexico with rally lamps, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-1-8-dx-1990-50540466378-1600.jpg A later front-drive Escort. The ordinary 1990s cars are the cheapest way into the family and increasingly uncommon in standard form. A Ford Escort 1.8 DX of 1990, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mark-ii-1600-sport-5582542-1600.jpg A Mk2 1600 Sport. The sporty-trimmed ordinary cars bridged the gap between the base saloons and the RS specials. A brown Ford Escort Mk2 1600 Sport two-door at a show, front three-quarter view https://creativecommons.org/licenses/by/2.5 https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1973-mk-1-48626580256-1600.jpg A Mk1 RS2000, built by Ford's Advanced Vehicle Operations on the rounded first-generation shell, now among the most sought-after Escorts. A green Mk1 Ford Escort RS2000, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/escort/mexico/ https://britishclassiccars.co.uk/photos/avx178k-ford-escort-mexico-52078844899-1600.jpg A Mk1 Escort Mexico, the AVO-built original, in classic yellow with the Mexico side stripe and a full set of rally lamps. It put the rally-bred strength of the Escort within an ordinary enthusiast's reach. A yellow Mk1 Ford Escort Mexico with rally lamps and a Mexico side stripe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jyy-127j-ford-escort-mexico-19670405235-1600.jpg A Mk1 Mexico dressed for the part. The name marked Ford's win in the 1970 London-to-Mexico World Cup Rally, turning a famous result straight into a car you could buy. A green Mk1 Ford Escort Mexico with rally lamps, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fhe676l-ford-escort-mexico-53082707038-1600.jpg A Mk1 Mexico of the early 1970s. The rarer AVO-built Mk1 is the collector's choice; the later Mk2, on the squarer second-generation shell with a Pinto engine, is the more attainable. A red Mk1 Ford Escort Mexico, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mexico-c-1971-72-43452978114-1600.jpg Under the bonnet sits the simple 1.6 Kent pushrod engine. Tough, easy to service and superbly supported by the specialists, it makes the Mexico a straightforward car to keep on the road. A blue Mk1 Ford Escort Mexico with the bonnet raised, showing the engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mexico-1974-51186850703-1600.jpg A tidy Mk1. With values now high, conversions and clones exist, so insist on matching numbers, AVO records where relevant and a documented history. A light blue Mk1 Ford Escort Mexico at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-ford-escort-mexico-1600-48230336512-1600.jpg An early Mexico in period orange. The bright colours and bold stripes are central to the car's appeal. An orange Mk1 Ford Escort Mexico on display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mexico-1973-32607431330-1600.jpg A Mk1 Mexico with the contrasting body stripe. Light, rear-driven and entertaining, it handles like the rally car it was based on. A blue Mk1 Ford Escort Mexico with a contrasting body stripe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/njm478k-ford-escort-mexico-53155361138-1600.jpg A well-preserved Mexico on display. Genuine, original cars now command a strong premium. A red Mk1 Ford Escort Mexico on display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wlj170k-ford-escort-mexico-52128416842-1600.jpg A Mexico in white with a red stripe. Modest power matters little when the chassis is this good. A white Mk1 Ford Escort Mexico with a red stripe, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mexico-1973-52216994282-1600.jpg Another survivor. The Mexico sits among the most sought-after of the rear-drive fast Escorts. A silver Mk1 Ford Escort Mexico, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mexico-1973-1972-35861012695-1600.jpg A pair of Mk1 Mexicos. The model's direct link between a famous rally win and an affordable road car keeps it in high demand. A pair of Mk1 Ford Escort Mexicos at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triplex-advert-1970-26757866148-1600.jpg Escorts took first, third, fifth and sixth on the London to Mexico rally, and the suppliers advertised on it too. A 1970 Triplex advertisement headed We screened all six, listing the top six finishers of the World Cup Rally with a rally Escort pictured https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/escort/mk2/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1978-27863390728-1600.jpg The Escort RS2000 and its polyurethane droop-snoot nose. The sloped front was unique to the RS2000 and is the Mk2's most recognisable face. A yellow Ford Escort Mk2 RS2000 with its black polyurethane droop-snoot nose, front three-quarter view at a seafront classic car gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-mark-ii-1600-sport-5582542-1600.jpg An everyday Escort Mk2, here a 1600 Sport. The mainstream cars like this, not the celebrated RS rally specials, are the ones most people actually owned and are now the rarest survivors. A brown Ford Escort Mk2 1600 Sport two-door at a classic car show, front three-quarter view, UK registration JEV 900V https://creativecommons.org/licenses/by/2.5 https://britishclassiccars.co.uk/photos/1977-ford-rs1800-mk2-escort-ad-3368141454-1144.jpg Ford sold the rally success hard. The RS1800 homologated the works car that won rally after rally, and very few road RS1800s were ever built. A period Ford advertisement headed Ford 1-2 again, showing an Escort RS1800 rally car kicking up dust and announcing its win on the 1977 Alpine Rally https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/grey-ford-escort-mk2-rally-car-cornering-36907726-1600.jpg A Mk2 in rally trim, the form that won Ford the 1979 World Rally Championship. Boreham built the works cars; the road RS models homologated them. A grey Ford Escort Mk2 rally car, number 52 on gold wheels with flared arches, sliding through a corner https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1975-ford-escort-rs2000-rear-84937709-1600.jpg An RS2000 from behind, showing the side stripe and badge. The Pinto-engined RS2000 was the quick Escort most people could actually buy. A light blue Ford Escort Mk2 RS2000 with blue side stripes, rear three-quarter view indoors at a classic car show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1976-ford-escort-mark-ii-rs-mexico-1-6-2-door-sedan-21394861674-45548087-1600.jpg The Mexico, the affordable rally-flavoured Escort that carried the name of Ford's 1970 World Cup Rally win. A red Ford Escort Mk2 two-door RS Mexico, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1977-ford-escort-mark-ii-ghia-4-door-sedan-24242340394-46872016-1600.jpg The Ghia, the unlikely luxury Escort: vinyl roof, cloth trim and brightwork on the humblest car in Ford's range. A green Ford Escort Mk2 Ghia four-door saloon with a tan vinyl roof, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1977-ford-escort-mark-ii-gl-2-0-2-door-sedan-15174533611-37783883-1600.jpg A GL two-door, the trim and body shape most associated with the sporting Escorts. A red Ford Escort Mk2 GL two-door saloon, front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1978-ford-escort-mark-ii-gl-rally-pack-2-0-2-door-sedan-15824339569-37784066-1600.jpg A GL with the rally-pack stripes, the look that borrowed from the works cars without the works price. A blue-green Ford Escort Mk2 GL with rally-pack side stripes and a boot spoiler, rear three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1975-ford-escort-mark-ii-xl-1-3-sedan-8882954827-38827221-1600.jpg An XL 1.3, the everyday Escort that did the school run while the RS cars won rallies. A beige Ford Escort Mk2 XL 1.3 four-door saloon, front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1978-ford-escort-mark-ii-gl-1-6-4-door-sedan-5356475856-27788846-1280.jpg A four-door GL from behind, the family-friendly Escort with a little extra trim. A gold Ford Escort Mk2 GL 1.6 four-door saloon, rear three-quarter view in front of a brick building https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1980-ford-escort-mk2-denim-pack-ad-4943905787-866.jpg The Denim Pack: Ford trimmed the seats in denim and sold it as a personality, which in 1980 worked. A period Ford advertisement headed It Fits, promoting the Escort Denim Pack with denim-trimmed seats https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/ford/escort/mk5/ https://britishclassiccars.co.uk/photos/ford-escort-rs-cosworth-1993-54113868808-1600.jpg The Escort RS Cosworth, the car that rescued the Mk5's reputation. Under the Escort-shaped panels sits Sierra Cosworth four-wheel-drive running gear. A red Ford Escort RS Cosworth with bonnet vents and a front splitter, front three-quarter view at a track meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-1-8-dx-1990-50540466378-1600.jpg The ordinary Mk5 the press savaged: a 1990 1.8 DX. Cheap when new, unloved for years, and now genuinely rare. A red 1990 Ford Escort 1.8 DX five-door hatchback, rear three-quarter view on a UK street https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1995-ford-escort-rs2000-rear-79989465-1600.jpg The RS2000, the affordable hot Escort: a 2.0 16-valve making 148 brake horsepower, the everyday end of the performance range. A red Ford Escort RS2000, rear three-quarter view with the Escort RS2000 badge and boot spoiler visible https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1994-ford-escort-rs-cosworth-2-0-turbo-53279035161-139397712-1600.jpg The whale-tail. The huge twin-plane rear wing is the RS Cosworth's signature, and it was there for downforce, not show. A yellow Ford Escort RS Cosworth, rear three-quarter view showing the large twin-plane whale-tail rear wing https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1992-ford-escort-rs-cosworth-group-a-rally-car-154177297-1600.jpg The reason it existed: the Group A rally car the road cars were built to homologate, here in works Mobil 1 colours. A white and blue Ford Escort RS Cosworth Group A rally car in Mobil 1 livery, number 1, at a classic car show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1992-ford-escort-rs-cosworth-1-137269908-1600.jpg A road RS Cosworth, the bonnet vents feeding the intercooler and the deep splitter marking it out from any ordinary Escort. A teal Ford Escort RS Cosworth, front three-quarter view at a classic car show, showing the bonnet vents and front splitter https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1994-ford-escort-rs-cosworth-monte-53728372877-173410514-1600.jpg Under the bonnet, the Cosworth YB: a turbocharged 2.0-litre four, about 224 brake horsepower, driving all four wheels. The engine bay of a maroon Ford Escort RS Cosworth, bonnet raised, showing the turbocharged Cosworth YB engine https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1992-ford-escort-rs-cosworth-luxury-14958375416-38605013-1600.jpg An RS Cosworth in Luxury trim, which added air conditioning and leather to the homologation special. A dark green Ford Escort RS Cosworth Luxury, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-escort-1-8-dx-1990-50541334872-1600.jpg The ordinary Escort did the actual selling, and it is the version that has almost entirely disappeared. A red Ford Escort 1.8 DX five-door parked in a seafront car park, front three-quarter view, UK registration H157 HPR https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-saloon-1995-30796760106-1600.jpg The booted saloon rarely gets remembered, but Ford sold it alongside the hatch throughout the run. A red 1995 Ford Escort four-door saloon parked at a coastal viewpoint, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1995-ford-escort-rs2000-15919969963-38604392-1600.jpg The RS2000 was the attainable fast Escort of the era, sitting far below Cosworth money then and now. A dark blue Ford Escort RS2000 parked on a residential street, front three-quarter view, UK registration N593 PRU https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/back-to-the-1990s-51823268362-1600.jpg The Escort's real rivals were Vauxhalls parked exactly like this, on exactly these streets. A silver Ford Escort parked beside a Vauxhall behind a brick wall on a suburban street https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/escort/rs2000/ https://britishclassiccars.co.uk/photos/otu676p-1976-ford-escort-rs2000-51391162291-1600.jpg A Mk2 RS2000 and its famous droop-snoot nose. The sloping polyurethane front end sharpened the aerodynamics and gave the car one of the most recognisable faces in fast-Ford history. An orange Mk2 Ford Escort RS2000 with the sloping droop-snoot nose, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1973-mk-1-48626580256-1600.jpg A Mk1 RS2000 of 1973–74, built by Ford's Advanced Vehicle Operations on the rounded first-generation Escort shell. Rarer than the Mk2, it is generally the more valuable car. A green Mk1 Ford Escort RS2000, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-rally-1973-44103117562-1600.jpg A Mk1 RS2000 in period rally trim. The road car traded directly on the competition record of the rear-drive Escort, one of the great rally cars of its era. A white Mk1 Ford Escort RS2000 in period rally livery, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-engine-33734833334-1600.jpg The 2.0-litre Pinto engine. A familiar, hard-wearing Ford unit with excellent parts support, it makes the RS2000 straightforward to maintain despite the car's value. The 2.0-litre Pinto engine in a Ford Escort RS2000 engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1974-1973-26440874929-1600.jpg A tidy Mk1. With values now high, identity is everything: insist on matching numbers and a genuine RS2000, not a converted lesser Escort. A beige Mk1 Ford Escort RS2000 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1978-44303346371-1600.jpg A Mk2 RS2000. More were built than the Mk1, including the well-equipped Custom, and it is the car most people picture. A yellow Mk2 Ford Escort RS2000 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1980-48884134368-1600.jpg The droop-snoot Mk2 in red. Light weight, rear-wheel drive and a torquey engine make it a proper old-school performance car. A red Mk2 Ford Escort RS2000, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1980-16006027595-1600.jpg Another droop-snoot Mk2. Values have climbed as hard as the car once cornered. A green Mk2 Ford Escort RS2000, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1978-27863390728-1600.jpg A 1978 RS2000. The rear-drive fast Escort is, for many British enthusiasts, the ultimate boyhood-hero car. An orange Mk2 Ford Escort RS2000, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-ford-escort-rs2000-rear-84937709-1600.jpg The rear of a Mk1 RS2000. Fast Escorts rot, so check the arches, chassis legs and boot floor closely. The rear of a red Mk1 Ford Escort RS2000 https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1980-ford-escort-rs2000-special-brochure-europe-5224935025-855.jpg A period brochure for the RS2000. Ford sold the car as an affordable slice of its rallying success. A period sales brochure for the Ford Escort RS2000 https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-1980-14082949357-1600.jpg A white Mk2 RS2000. A standard, original, well-documented car is worth far more than a modified one. A white Mk2 Ford Escort RS2000, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/escort/xr3i/ https://britishclassiccars.co.uk/photos/g39jop-ford-escort-xr3i-52077569287-1600.jpg A white XR3i, the definitive 1980s hot hatch. Fuel injection, uprated suspension and that red pinstripe over white made it the car on every young enthusiast's wall and in every company car park. A white Ford Escort XR3i hatchback with a sunroof open, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-cabriolet-1985-51690859225-1600.jpg An earlier XR3i cabriolet. The 'i' for injection arrived in 1982, and a Karmann-built open-top later added summer glamour to Britain's best-selling hot hatch. A blue early Ford Escort XR3i cabriolet with the top down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/f558nrd-ford-escort-xr3i-53051891652-1600.jpg Unlike the rear-drive RS Escorts before it, the XR3i is front-wheel drive, a modern hot hatch in the Golf GTI mould: tidy, accessible and easy to live with. A red Ford Escort XR3i hatchback at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/f282ylv-ford-escort-xr3i-52152111735-1600.jpg Familiar CVH and front-drive mechanicals make the XR3i cheap and simple to run. The hard part is finding a standard, rust-free, original survivor. A white Ford Escort XR3i hatchback at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/h737efp-ford-escort-xr3i-fotu-2021-52272825118-1600.jpg Check the floors, sills, arches and suspension turrets for rust, then originality: so many were modified that a genuine, unmolested car is both rare and the one to have. A red Ford Escort XR3i hatchback with the tailgate open at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-1988-52946863579-1600.jpg An XR3i by the coast. For a car that was once a cheap used hot hatch, values have risen sharply on 1980s nostalgia. A grey-green Ford Escort XR3i hatchback by the coast, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-cabriolet-1988-52976420292-1600.jpg The XR3i cabriolet brought open-top motoring to the range. Good original examples are now genuinely scarce. A white Ford Escort XR3i cabriolet on a seafront, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-cabriolet-1988-48652618261-1600.jpg Another cabriolet at a show. So many XR3is were thrashed or scrapped when cheap that honest survivors underpin today's values. A white Ford Escort XR3i cabriolet at an airfield show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-1988-51722905660-1600.jpg An XR3i in its natural 1980s habitat. It outsold the Golf GTI and 205 GTi in Britain at the height of the hot-hatch boom. A grey Ford Escort XR3i hatchback parked on a residential street, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1980s-pairing-51811699686-1600.jpg Parked next to the poster car: in 1983 the XR3i was as close as most people would get. A silver Ford Escort XR3 parked alongside a red Ferrari 328 in a car park, UK registrations A407 RBH and G793 VRJ https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-mk-v-convertible-1992-33394561038-1600.jpg The Mk V convertible carried the XR3i name into the nineties, by which point the badge did the selling. A metallic blue 1992 Ford Escort XR3i Mk V convertible with the hood down on grass at a show, UK registration K38 LHL https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/k14dmh-ford-escort-xr3i-52129440416-1600.jpg Cabriolets were built by Karmann and survive in better numbers than the hatchbacks. A white Ford Escort XR3i cabriolet with the hood down at a classic car gathering, UK registration K14 DMH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/fast-ford-buying-guide/ https://britishclassiccars.co.uk/photos/ford-sierra-cosworth-1986-18942179080-1600.jpg The Sierra RS Cosworth, the turbocharged king of the fast Fords. From the rally Escorts to the Cosworths, these cars turned ordinary Fords into something quick, characterful and usually linked to motorsport. A grey three-door Ford Sierra RS Cosworth with a whale-tail wing, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/otu676p-1976-ford-escort-rs2000-51391162291-1600.jpg The droop-snoot Escort RS2000, road-going hero of the rear-drive rally Escorts. Genuine cars now command serious money, so originality is everything. An orange Mk2 Ford Escort RS2000 with the droop-snoot nose, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-ford-capri-3-0s-18055728791-1600.jpg The Ford Capri, Europe's Mustang. With everything from economy fours to V6s, it is the most usable and varied of the fast Fords. A beige Ford Capri 3.0S, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/g39jop-ford-escort-xr3i-52077569287-1600.jpg The front-wheel-drive Escort XR3i, Britain's best-selling hot hatch and the everyman performance Ford of the 1980s. Affordable, practical and rising fast. A white Ford Escort XR3i hatchback, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs500-cosworth-1987-51759696637-1600.jpg The rare RS500's bi-plane wing. The Sierra Cosworths are the fastest and, in RS500 form, the most valuable fast Fords of all. The tall bi-plane rear wing of a black Ford Sierra RS500 Cosworth https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-ford-capri-mk-iii-1-6-l-12285088314-1600.jpg On a sensible budget, a four-cylinder Capri gives the looks and the usability affordably, one of the easiest fast-Ford families to live with. A red four-cylinder Ford Capri Mk3, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-rs2000-rally-1973-44103117562-1600.jpg The motorsport link is the whole story. Rally pedigree and powerful nostalgia drive the market, and make a careful, identity-checked purchase worth the effort. A white Mk1 Ford Escort RS2000 in period rally livery, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-sapphire-rs-cosworth-1988-48346396927-1600.jpg The four-door Sapphire RS Cosworth, the usable face of the Cosworth family. A charcoal four-door Ford Sierra Sapphire RS Cosworth, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-capri-2-8-injection-1982-50907957673-1600.jpg A Capri 2.8 Injection, the V6 enthusiast's favourite. A red Ford Capri 2.8 Injection, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jyy-127j-ford-escort-mexico-19670405235-1600.jpg An Escort Mexico, the affordable rally-bred hero of the rear-drive cars. A green Mk1 Ford Escort Mexico with rally lamps, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-escort-xr3i-cabriolet-1988-52976420292-1600.jpg An XR3i cabriolet, open-top 1980s glamour on a Ford budget. A white Ford Escort XR3i cabriolet on a seafront, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/fiesta-mk1/ https://britishclassiccars.co.uk/photos/ford-fiesta-1-1-ghia-1979-52220762349-1600.jpg A Fiesta Mk1 by the seaside, exactly where Britain drove them: the car that taught Ford front-wheel drive. A beige 1979 Ford Fiesta 1.1 Ghia parked on a seaside promenade, UK registration DLD 714T https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bdx792y-mk1-ford-fiesta-32056473075-1600.jpg Under 800 kilograms and shorter than a modern city car: the Bobcat packaging that started it all. A gold Mk1 Ford Fiesta parked on a suburban street, front three-quarter view, UK registration BDX 792Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-1-3-ghia-1980-47970607301-1600.jpg A 1.3 Ghia, the plush end of a range that mapped 1970s Britain precisely. A green 1980 Ford Fiesta 1.3 Ghia with black vinyl roof on grass, front three-quarter view, UK registration KBY 502V https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-26379456861-1035.jpg Millions built, low thousands left: an honest base-model survivor is now the rare sight. An orange Mk1 Ford Fiesta parked by a brick wall, front three-quarter view, UK registration JHY 403X https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-1-3-ghia-1980-47970566083-1600.jpg Sills, arches and tailgate surround first: rust decides every Mk1 purchase. The rear three-quarter of a green 1980 Ford Fiesta 1.3 Ghia with vinyl roof on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-mk1-front-20071023-2960563-1600.jpg Ford's first front-wheel-drive car, developed under the Bobcat codename and built in Spain and Dagenham. A black Ford Fiesta Mk1 parked at the kerb on a street, front three-quarter view http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/1976-ford-fiesta-mki-7223784732-38112971-1600.jpg This is why: thin steel, salted roads and a car nobody thought worth saving until it was too late. A black and white close-up of a rusted Ford Fiesta Mk1 front wing, bumper and headlamp https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-fiesta-31612898373-1600.jpg Light, direct and eager: at under 750kg the little Kent engine has almost nothing to carry. A bright green Ford Fiesta Mk1 parked on a street outside a terrace, side view, UK registration HEX 699Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-25227652227-1600.jpg A tidy survivor is worth paying for; a cheap one is a bodyshell hunt in disguise. A red Ford Fiesta Mk1 parked on grass in front of a brick building, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-fiesta-mk-1-1976-2121285826-32041056-1600.jpg Harvest Gold and a plain tailgate: the Fiesta arrived in 1976 looking exactly of its moment. A gold Ford Fiesta Mk1 parked beside a wall, rear three-quarter view https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/ford-fiesta-l-mk-1-1-31643826-1600.jpg Ford built the Fiesta across four countries, and export survivors now outnumber British ones. A beige Ford Fiesta L Mk1 parked on a street, rear three-quarter view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/ford-fiesta-25227655767-1600.jpg Over 1.7 million Mk1s were built, and the UK survivor count is now in the low hundreds. A red Ford Fiesta Mk1 parked on grass beside a hedge, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/granada/ https://britishclassiccars.co.uk/photos/1976-ford-granada-ghia-3-litre-v6-automatic-9117944197-1600.jpg A Ford Granada Mk1 coupe of 1976. The big, handsome Mk1 was Ford's executive car of the 1970s, and in fast V6 form it became a television icon. A brown Ford Granada Mk1 coupe at a show in front of a castle, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/c345hke-ford-granada-scorpio-4x4-53873496209-1600.jpg The aerodynamic Mk3 of 1985, named European Car of the Year and the first mainstream European car with anti-lock brakes standard across the range. A champagne Ford Granada Mk3 hatchback at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-granada-ghia-3000-coup-1974-29426191517-1600.jpg Another Mk1 coupe. The Mk1 Granada and its Consul sister were the Flying Squad cars of the 1970s series The Sweeney, which fixed the big Ford's tough, fast image. A cream Ford Granada Mk1 coupe at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-granada-2-8-ghia-x-1982-50511911093-891.jpg A Mk2 Granada Ghia X of 1982. The crisper, more restrained Mk2 carried the executive Ford through to 1985. A light blue Ford Granada Mk2 Ghia X four-door saloon on a street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1988-ford-granada-scorpio-2-9-13918574097-38605530-1600.jpg A Mk3 Granada. Sold as the Scorpio across Europe, it brought executive technology to the mainstream, and the V6 cars are smooth, comfortable and cheap to buy now. A cream Ford Granada Mk3 hatchback at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-granada-2-0-1994-53805607061-1600.jpg An ordinary Mk3. Used into the ground and worth little, the everyday Granadas are now nearly extinct, so a sound, rust-free car is the one to find. A blue Ford Granada Mk3 hatchback on a driveway, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1994-ford-granada-scorpio-24v-19457501375-41634377-1600.jpg The 2.9 24-valve Cosworth, the Mk3 flagship, with around 192 bhp and a top speed near 140 mph. It is one of the cheapest ways into a genuinely fast period saloon. A dark green Ford Granada Mk3 Scorpio 24v at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-granada-mk2-19059375366-1600.jpg A Mk2 Granada. The big rear-drive Fords have a devoted following, the V6 and flagship cars especially. A black Ford Granada Mk2 four-door saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-granada-mk1-18897881828-1600.jpg The 1972 Mk1 replaced the Zephyr and Zodiac in one move, and looked a generation newer for it. A pale blue Ford Granada Mk1 on grass at a classic car run, front three-quarter view, UK registration NUF 30M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-granada-ghia-2-8-ghia-x-estate-1983-28359796507-1600.jpg The Ghia X estate was the top of the range, and the load-carrier company chairmen actually chose. A silver 1983 Ford Granada 2.8 Ghia X estate parked outside a modern building, front three-quarter view, UK registration RUC 973Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-granada-limos-14336129561-1600.jpg Coachbuilders stretched Granadas into limousines for weddings and funerals, and many are still working. Two stretched Ford Granada limousines parked on grass at a classic car show, rear view, UK registrations DAV 1D and C901 JFR https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-granada-v8-perana-302-coup-mid-1970s-31079160467-1600.jpg South Africa put a 302 V8 in the Granada coupe and called it the Perana; Europe never got one. A yellow Ford Granada Perana V8 coupe with Ford decals on indoor display, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/granada/mk3/ https://britishclassiccars.co.uk/photos/c345hke-ford-granada-scorpio-4x4-53873496209-1600.jpg A Granada Scorpio 4x4 from 1986. The hatchback body and standard anti-lock brakes made it the most advanced executive Ford yet. A champagne Ford Granada Scorpio 4x4, a 1986 C-registered car, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-ford-scorpio-2-8i-v6-ghia-rear-104020221-1600.jpg Badged Scorpio for the Continent. The five-door hatchback tail set the car apart from every conventional executive saloon. A grey Ford Scorpio 2.8i Ghia, rear three-quarter view on a street, the hatchback tailgate and Scorpio badge visible https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1988-merkur-scorpio-interior-15660298506-37747090-1600.jpg Inside, equipment was the pitch: a level of standard kit, and standard anti-lock brakes, that undercut the German rivals. The interior of a Ford Granada Mk3, showing the steering wheel, instrument cluster and dashboard through the driver's window https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1990-ford-scorpio-cosworth-137271935-1600.jpg The flagship: the 2.9 24-valve V6 with Cosworth-developed heads, about 192 brake horsepower, the fastest of the range. A dark red Ford Scorpio 24v Cosworth, front three-quarter view at a classic car show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/ford-granada-2-0-1994-53805607061-1600.jpg A late Granada 2.0 of 1993, wearing the Mondeo-preview facelift front. Ordinary cars like this are now nearly extinct. A blue 1993 Ford Granada 2.0 five-door hatchback parked by a brick wall, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1990-ford-granada-2-0-gli-saloon-19383205409-41634311-1600.jpg The four-door saloon, added in 1989 after Ford judged the hatchback-only launch a mistake for the conservative executive buyer. A silver Ford Granada Mk3 2.0 GLi four-door saloon, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1989-ford-scorpio-2-0i-ghia-automatic-53266600102-139131121-1600.jpg A 2.0i Ghia, the four-cylinder Ghia that did much of the fleet mileage. A silver Ford Scorpio 2.0i Ghia five-door hatchback, front three-quarter view beside a road https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1988-ford-granada-scorpio-2-9-13918574097-38605530-1600.jpg A 2.9 V6 Granada among its own at an owners' meet, the effortless motorway cruiser the car was built to be. A champagne Ford Granada Mk3 2.9 among other Granadas on grass at a classic car gathering, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1994-ford-granada-scorpio-24v-19457501375-41634377-1600.jpg A 1994 Scorpio 24v, among the last to wear the Granada name in Britain before the Scorpio badge took over for good. A dark green Ford Granada Scorpio 24v, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/mk3-granada-s-15000672305-38604981-1600.jpg Scorpio on the bootlid: in Britain it was a trim level first, and only later the name of the car. The rear of a black Ford Granada Scorpio at a Granada owners club meeting, showing the Scorpio badge, UK registration A8 MWL https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/mk3-granada-s-14763048809-38605038-1600.jpg Early and late Mk3s side by side: the 1992 facelift softened the nose and dropped the pop-up lamps. Two Ford Granada Mk3 saloons on grass at a club meeting, front three-quarter views, UK registrations A8 MWL and L936 DJU https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-granada-wheeltrim-11715781825-38913240-1600.jpg Model-specific trim like this is what makes a tidy Granada hard to put back together properly. A Ford Granada wheel trim laid on a workbench, showing the slotted rim and central Ford oval https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/ford/mondeo-st220/ https://britishclassiccars.co.uk/photos/ford-mondeo-st220-blue-725617-1280.jpg The Mondeo ST220 in Performance Blue, the colour most people picture: a 3.0-litre V6, six speeds and 18-inch wheels under a rep's saloon. A Performance Blue Ford Mondeo ST220 hatchback with 18-inch multi-spoke alloy wheels, front three-quarter view https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/1999-ford-mondeo-st200-15038363770-38604914-1600.jpg A 1999 ST200, the Mk2 Mondeo's fast finale: 202 bhp from the 2.5 V6, Recaro seats and Imperial Blue paint. A 1999 Ford Mondeo ST200 hatchback in Imperial Blue with UK registration, parked on a street https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-mondeo-st220-2837647-1500.jpg The ST220 saloon. The four-door was the rarer shape in Britain, where the hatchback outsold it several times over. A Performance Blue Ford Mondeo ST220 saloon, side view, showing the lowered stance and multi-spoke wheels http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/ford-mondeo-mk3-st220-speedometer-3598465-1600.jpg The pre-facelift ST220's white dials, with a speedometer reading to 170 mph on a car Ford quoted at around 150. The white-faced 170 mph speedometer of a pre-facelift Ford Mondeo ST220 https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-mondeo-mk3-british-police-001-3598445-1600.jpg The other life of the Mk3 Mondeo. Police forces ran them in their thousands, which is one reason ordinary survivors are now so scarce. A Mk3 Ford Mondeo saloon in British police livery parked outside a row of houses https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/2000-ford-mondeo-st200-15156187580-38604822-1600.jpg A modified ST200 at a show. Lowered, on aftermarket wheels and with a dressed engine bay: exactly the specification a buyer should price well below a standard car. A modified Ford Mondeo ST200 at a show with its bonnet raised, on aftermarket wheels and lowered https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/2006-ford-mondeo-st220-estate-15121116430-38604849-1600.jpg A 2006 facelift ST220 estate. The estate was the scarcest ST220 new and is the one that carries a premium now. A 2006 Ford Mondeo ST220 estate in Performance Blue on a seafront at a show, another ST220 behind https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ford-mondeo-st220-56291671-1280.jpg A black ST220 saloon. Performance Blue got the brochures, but black, grey and silver cars were just as common on the road. A black Ford Mondeo ST220 saloon parked on a street, side view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/ford-mondeo-mk3-st220-tachometer-3598477-1600.jpg The ST220's rev counter. The Duratec V6 makes its 223 bhp at 6,150 rpm and is happiest used that way. The white-faced rev counter of a Ford Mondeo ST220, red-lined at 7,000 rpm https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/2000-ford-mondeo-st200-wagon-15726382365-37746953-1600.jpg The ST200 estate, sold in tiny numbers and now one of the rarest fast Fords of its decade. A 2000 Ford Mondeo ST200 estate in Imperial Blue with UK registration, rear three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/mk3-mondeo-estates-16918836995-39435981-1600.jpg Ordinary Mk3 Mondeo estates. The ST220 estate shares their body and their boot, with the V6 and the seats added. Two Mk3 Ford Mondeo estates, one grey and one red, parked side by side at a show in Britain https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/interior-mondeo-mk3-trend-47595259-1600.jpg A standard Mk3 Mondeo interior. The ST220 kept the layout and added Recaro seats, sports dials and a six-speed gear lever. The dashboard and front seats of a standard Mk3 Ford Mondeo, showing the layout the ST220 shared https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/ford/prefect/ https://britishclassiccars.co.uk/photos/ford-prefect-e493a-1951-15899754812-1600.jpg An upright E493A Prefect, the post-war 'sit up and beg' car. Tall, narrow and full of period charm, this is the Prefect many people picture, and now a sought-after little classic. A maroon upright Ford Prefect E493A saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-100e-1957-16005334912-1600.jpg The thoroughly modern 100E Prefect of 1953 to 1961, a full-width four-door that shared its body and sidevalve engine with the 100E Anglia. The same name, brought right up to date. A turquoise Ford Prefect 100E saloon at a seaside show with Union Jack flags, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-100e-1953-1959-14082908490-1600.jpg A 100E Prefect. The four doors and slightly smarter trim set it above the cheaper two-door Anglia in Ford's small-car range. A two-tone grey Ford Prefect 100E saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-e493a-1953-14099638749-1600.jpg Another upright E493A. So many of these little Fords were sold that the name became a byword for blending in, the joke behind the Hitchhiker's Guide character. A green upright Ford Prefect E493A saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-1956-100e-26829467897-1600.jpg A well-kept 100E. The simple sidevalve engine and basic, sturdy mechanicals make the Prefect a cheap and forgiving classic to run. A teal Ford Prefect 100E saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-e493a-1953-18562878359-1600.jpg An upright E493A. On these older cars, check the separate wings, running boards, body mountings and chassis, which are built quite differently from the later 100E. A grey upright Ford Prefect E493A saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-e93a-1948-14263189806-1600.jpg The rear of an upright Prefect, showing the script badge. The pre-war-style E93A and E493A are the characterful period pieces of the range. A black upright Ford Prefect E93A saloon at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-1960-15410918321-1600.jpg A late 100E Prefect. The name was retired in 1961, leaving the Anglia to carry on alone. A maroon Ford Prefect 100E saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-100e-c-1955-6-15114108600-1600.jpg A 100E at a show. Parts are reasonably available through the Ford sidevalve specialists and the owners' clubs. A blue Ford Prefect 100E saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/7870-no-1958-ford-prefect-1100-19047804284-1600.jpg A 100E Prefect. These are among the cheapest ways into early classic-Ford ownership. A light blue Ford Prefect 100E saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-10-h-p-1946-25182358157-973.jpg A period image of the upright Prefect. For more than twenty years it was one of the most ordinary sights on a British road. A period image of an upright pre-war Ford Prefect https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-prefect-15109208596-1024.jpg Cheap, light and plentiful: Prefects have been raced and rallied on a budget for seventy years. A dark blue Ford Prefect 100E prepared for competition with a cream roundel on the door, on grass at a show, UK registration 278 CXE https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/sierra/ https://britishclassiccars.co.uk/photos/ford-sierra-xr4i-1984-53640302731-1080.jpg The XR4i's biplane spoiler: the fast Sierra everyone recognised before the Cosworth existed. A red 1984 Ford Sierra XR4i showing its double rear spoiler, rear three-quarter view, UK registration A168 OEV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-c-1983-36835537804-1600.jpg The face fleet Britain hesitated over: a third less drag than the Cortina it replaced. A beige 1983 Ford Sierra displayed in a museum, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-xr4x4-1992-51107072964-1600.jpg The XR4x4: V6 pace and four-wheel drive, the discreet fast Sierra. A white Ford Sierra XR4x4 parked near a road junction, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/back-to-the-mid-1980s-32622474617-1600.jpg An early three-door Sierra: the aerodynamic shape that shocked Cortina Britain in 1982. A light blue early Ford Sierra three-door among other 1980s cars at a classic gathering, UK registration C810 NFG https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a971lsh-ford-sierra-estate-post-bus-53796014857-1600.jpg A Royal Mail Post Bus: rural Scotland got its post and its passengers in the same Sierra estate. A red Royal Mail Post Bus Ford Sierra estate on grass at a vehicle rally, UK registration A971 LSH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/c521avf-ford-sierra-l-53081643657-1600.jpg A plain Sierra L, the version nobody kept, which is precisely why one now draws a crowd. A grey Ford Sierra L five-door hatchback on grass at a classic car show, front three-quarter view, UK registration C521 AVF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-chasseur-2-0-estate-1989-51262068911-1600.jpg A late Sierra estate: the working versions vanished fastest and are prized now. A white 1989 Ford Sierra Chasseur 2.0 estate in a car park, rear three-quarter view, UK registration G233 PTA https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-with-driving-lamps-in-a-courtyard-black-and-white-12651299-12651299-1600.jpg From 1.3 million UK sales, survivors number in the low thousands. A black and white photograph of a Ford Sierra with driving lamps parked in a courtyard https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-sierra-1-6-3-door-1984-49346196567-1600.jpg The three-door was the shape at its purest, and the one buyers wanted least at the time. A red 1984 Ford Sierra 1.6 three-door on wire wheels, front three-quarter view, UK registration B473 AUH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-32303544761-1443.jpg The 1987 facelift added a conventional grille and, at last, a booted saloon. A silver facelifted Ford Sierra four-door saloon parked among autumn trees, UK registration G504 GOH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-p100-1992-48883551033-1600.jpg The P100 pickup: Sierra front, one-tonne bed, and a working life that ate most of them. A red 1992 Ford P100 pickup based on the Sierra, front three-quarter view, UK registration J768 YWG https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs-cosworth-rally-replica-1984-44567232234-1600.jpg Rally livery on a road-registered replica: the competition Sierras still set the image. A white Ford Sierra RS Cosworth rally replica in blue Gemini and Shell livery, rear three-quarter view, UK registration A670 NFX https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/sierra-rs-cosworth/ https://britishclassiccars.co.uk/photos/ford-sierra-cosworth-1986-18942179080-1600.jpg A three-door Ford Sierra RS Cosworth, the original 1986 car. The bonnet vents, body kit and the whale-tail rear wing turned an ordinary family Ford into a Group A weapon. A grey three-door Ford Sierra RS Cosworth, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs500-cosworth-1987-51759696637-1600.jpg The rare RS500's towering bi-plane rear wing. Just 500 were built in 1987 to homologate Ford's racing upgrades, and on track the RS500 became almost unbeatable in Group A. The rear of a black Ford Sierra RS500 Cosworth, showing its tall bi-plane rear wing https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-sapphire-rs-cosworth-1988-48346396927-1600.jpg The four-door Sapphire RS Cosworth of 1988. It put the same running gear in a practical saloon body, losing the big wing but gaining everyday usability. A charcoal four-door Ford Sierra Sapphire RS Cosworth, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs-cosworth-1987-44130486482-1600.jpg A three-door with its whale-tail wing. When buying, provenance and identity matter more than on almost any classic Ford, because so many were modified, raced, cloned and stolen. A grey three-door Ford Sierra RS Cosworth in profile, showing the whale-tail wing https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/d1115wtf-ford-sierra-rs-cosworth-53155297480-1600.jpg A black three-door Cosworth. The blend of huge tunable performance and an ordinary-looking body is exactly what made the car so desirable, and so often stolen. A black three-door Ford Sierra RS Cosworth, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/f177ecc-1979-ford-sierra-rs-cosworth-2-0l-51391165611-1600.jpg A standard three-door. Values have climbed steeply, so a genuine, original, well-documented car commands a strong premium. A silver three-door Ford Sierra RS Cosworth, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs-cosworth-1987-44130484902-1600.jpg The three-door is the most famous of the family, and the car that started Ford's Group A campaign. A black three-door Ford Sierra RS Cosworth at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/d797rjn-ford-sierra-cosworth-4x4-52079097340-1600.jpg A well-kept three-door Cosworth. The turbocharged 2.0-litre YB engine made it a giant-killer and a long-time tuner's favourite. A grey three-door Ford Sierra RS Cosworth on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs-cosworth-1987-51330593892-1600.jpg A Sapphire RS Cosworth. The four-door cars are the more numerous and more affordable way into Cosworth ownership. A white four-door Ford Sierra Sapphire RS Cosworth by the coast https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs500-cosworth-1986-52266434533-1600.jpg An RS500, the rarest and most valuable of all the Cosworths, now well into six figures for a genuine example. A black Ford Sierra RS500 Cosworth, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-rs-cosworth-1987-51354817439-1600.jpg Production of the whole family ended in 1992, when the Sierra gave way to the Mondeo and an era of fast Fords closed. A black three-door Ford Sierra RS Cosworth, side view by the sea https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-sierra-with-driving-lamps-in-a-courtyard-black-and-white-12651299-12651299-1600.jpg The Sierra shape that became a 1980s icon. Few cars sum up the decade like the Cosworth. A black-and-white photograph of a Ford Sierra with driving lamps in a courtyard https://www.pexels.com/license/ https://britishclassiccars.co.uk/ford/zephyr/ https://britishclassiccars.co.uk/photos/ford-zephyr-mark-ii-7924260754-1600.jpg A two-tone Mk2 Zephyr, one of the finned Three Graces of 1956 to 1962. Its American-influenced style and smooth six made the Zephyr the value choice between the Consul and the Zodiac. A turquoise-and-white two-tone Ford Zephyr Mk2 saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zephyr-blue-front-quarter-11105539-1600.jpg Another Mk2 Zephyr. The six-cylinder engine gave the middle car of the range genuine pace for the late 1950s, without the Zodiac's price. A dark blue Ford Zephyr Mk2 on a suburban street, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-zephyr-mk2-racing-34214814-1600.jpg A Mk2 Zephyr in historic saloon racing. The big Ford's straight-six made it quick by the standards of its day, the same quality that took it into real and televised police work. A maroon Ford Zephyr Mk2 racing on a circuit https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1956-mk1-ford-zephyr-8372350436-1600.jpg A Mk1 Zephyr of 1951 to 1956, Ford of Britain's first six-cylinder unitary car and the start of the line. A cream Ford Zephyr Mk1 saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zephyr-six-8148933633-1600.jpg An early Zephyr Six. The torquey, unstressed six-cylinder engine is a large part of why these are such relaxed, easy classics to own. A green-and-cream Ford Zephyr Six saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zephyr-2578533520-1600.jpg A Mk3 Zephyr of 1962 to 1966, a crisper and more modern shape that kept the six-cylinder smoothness. When buying, rust in the floors, sills and wings matters far more than mileage. A maroon Ford Zephyr Mk3 saloon, head-on front view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/ford-zephyr-8196969849-1600.jpg A black-and-white Mk2 at a show. Built in large numbers, the Zephyr has good parts support and a strong club following. A black-and-white two-tone Ford Zephyr Mk2 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1963-ford-mk3-zephyr-ad-3372125056-621.jpg A period advertisement for the Mk3 Zephyr, sold as a really good all-round car. The pitch was space, pace and value in one car. A period black-and-white advertisement for the Ford Zephyr Mk3 https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/ford-zephyr-station-wagon-8371251533-1600.jpg A rare Zephyr estate. The big Fords came in several body styles, and the load-carrying estates are scarce survivors now. A grey Ford Zephyr Mk2 estate car, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zephyr-zodiac-mk1-3682378229-1600.jpg An early Mk1-era car. The first Zodiac was sold as the Zephyr Zodiac and shared this bodyshell, a reminder of how close the three models always were. A cream early Ford Zephyr-bodied saloon on a road, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1957-ford-consul-zephyr-six-utes-ad-4887948728-868.jpg Ford Australia turned the Zephyr into a coupe utility, a body style Dagenham never offered at home. A 1957 Ford Australia advertisement for the Zephyr-Six and Consul coupe utilities, with cutaway drawings of the load bed https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/zephyr-v8-4071888512-1600.jpg The engine bay swallows a V8 without much argument, which is why so many Zephyrs have one. A silver Ford Zephyr with its bonnet raised showing a V8 engine conversion, parked under a shelter, UK registration JCF 299 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/ford/zodiac/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk-ii-1961-14860808490-1600.jpg A finned Mk2 Zodiac, the flamboyant and most sought-after of the four generations. Two-tone paint, brightwork and late-1950s American glamour set the luxury Zodiac apart from the cheaper Consul and Zephyr. A two-tone cream-and-maroon Ford Zodiac Mk2 with tail fins, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-ford-zodiac-mk4-executive-3-litre-v6-5857766746-1600.jpg The very different Mk4 Zodiac of 1966–72: a much larger car with a long bonnet, the new 3.0-litre Essex V6, and the first independent rear suspension fitted to a British Ford. A pale blue Ford Zodiac Mk4 Executive with the bonnet raised, showing the V6 engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jmc-894-ford-zodiac-convertible-8806959507-1600.jpg A rare Mk2 Zodiac convertible. Open versions of the early cars are among the most desirable and valuable Zodiacs of all. A pale green Ford Zodiac Mk2 convertible with the top down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk2-rusty-front-127629-1600.jpg A tired Mk2 awaiting restoration. Corrosion in the floors, sills, wings and box sections is the main thing to check, and a project like this is the cheapest way in. A tired, rusty Ford Zodiac Mk2 awaiting restoration, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ford-zodiac-mark-ii-7924244812-1600.jpg Another finned Mk2. With its wrapped windscreen and chrome, it is the car most people picture when they think of a classic Zodiac. A maroon Ford Zodiac Mk2 at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk-ii-model-206e-1961-14268404707-1600.jpg Under the bonnet of a Mk2: the smooth six-cylinder engine that every Zodiac carried, the feature that justified its place at the top of the range. A Ford Zodiac Mk2 with the bonnet open, showing the six-cylinder engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk-iii-1962-15364427474-1600.jpg The Mk3 Zodiac of 1962–66, a crisper and more restrained early-1960s shape that also introduced the well-equipped Executive. A Ford Zodiac Mk3 four-door saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk-iii-1962-15861547736-1600.jpg A Mk3 Zodiac. By now the styling had lost the fins but kept the six-cylinder smoothness and the upmarket trim. A red Ford Zodiac Mk3 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk-iii-estate-1964-14428684630-1600.jpg A rarer Mk3 estate. The big Fords were offered in several body styles, and the load-carrying estates are scarce survivors today. A Ford Zodiac Mk3 estate, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mark-iv-model-3012e-1970-14454846405-1600.jpg A Mk4 Zodiac. Its bold, big-bonneted styling divided opinion in period and still does, which makes a good one quietly distinctive today. A dark Ford Zodiac Mk4 saloon, front three-quarter view with UK registration https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1959-ford-zodiac-9695699650-1600.jpg An early Zodiac. From 1953 the model gave Dagenham a genuine affordable luxury flagship above the Consul and Zephyr. An early Ford Zodiac of 1959, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ford-zodiac-mk-iv-1970-15778572628-1600.jpg A Mk4 at a show. For the size, the space and the six-cylinder or V6 smoothness, these remain affordable luxury classics. A Ford Zodiac Mk4 at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/fordson/major/ https://britishclassiccars.co.uk/photos/fordson-major-diesel-1952-50379591107-1600.jpg A 1952 Fordson Major diesel, the New Major that did the heavy ploughing on the larger British farm. Big, simple, and immensely strong, it is the heavyweight of the British classic tractors. A blue 1952 Fordson Major Diesel tractor, front three-quarter view with an upright exhaust, parked by a workshop https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fordson-major-e27n-1945-1951-51953469-1600.jpg The earlier E27N Major, restored here on its steel spade-lug rear wheels. This is the post-war Major that preceded the all-new diesel New Major of 1952. A restored blue Fordson Major E27N tractor with spade-lugged steel rear wheels and red spoked front wheels, on display indoors https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/847ebm-1961-fordson-super-major-164941595-1600.jpg A 1961 Super Major, the final and most developed New Major, adding a differential lock, disc brakes and weight-transfer hydraulics to the proven Ford 4D diesel. It is the most capable and most sought-after of the line. A blue and orange Fordson Super Major with the registration 847 EBM, front three-quarter view on a show field https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/fordson-major-48972208413-1599.jpg The other end of the scale: a Fordson Major left in a barn. Many survive as projects like this, and because the Major is so simple and strong, even a sorry-looking one can be worth saving. A rusty, derelict Fordson Major tractor standing in a tumbledown stone barn, overgrown and missing parts https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fordson-super-major-tractor-rosudgeon-vintage-rally-cornwall-september-2024-153327249-1600.jpg A Super Major on the show field at a Cornish rally. A sound diesel, working hydraulics and honest history set the price far more than the exact model badge. A blue and orange Fordson Super Major parked on grass at a Cornish vintage rally http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/684hhk-1956-fordson-147910859-1600.jpg A New Major out at a rally decades after it left Dagenham. A diesel Major remains a genuinely useful machine as well as a handsome one, which is the combination the vintage-tractor world prizes most. A blue and orange Fordson New Major at a vintage rally https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/fordson-major-tractor-cophill-farm-vintage-rally-2012-19629853-1600.jpg A New Major in profile, the all-new 1952 tractor that gave Ford a properly engineered Major at last. A blue Fordson New Major seen from the side on sunlit grass at a vintage rally https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/1945-fordson-major-model-e27n-antique-tractor-49497834581-113185217-1600.jpg A restored E27N preserved in a collection, its tall, narrow, wartime-era lines unmistakable beside the lower New Major. A restored blue Fordson Major E27N on display indoors, upright exhaust and spade-lug rear wheels https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1945-fordson-major-model-e27n-antique-tractor-logo-49486400936-113185215-1600.jpg The Fordson Major name on the grille of a 1945 E27N. Close-up of the Fordson Major name on the grille of a blue E27N tractor https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/fordson-major-in-bolton-by-bowland-2010-a-16279870-1600.jpg An E27N at a Yorkshire show, still riding on its steel spade-lug rear wheels. A blue Fordson Major E27N in a field at Bolton-by-Bowland, Yorkshire, its owner standing alongside https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/2021-09-22-fordson-major-tractor-east-beach-cromer-norfolk-england-110347200-1600.jpg A weathered New Major on the seafront at Cromer in Norfolk, a long way from the plough. A weathered blue Fordson Major parked on the promenade at Cromer beach, Norfolk https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/ngv872-1945-fordson-e27n-119938747-1600.jpg A 1945 E27N under way at a rally, the older Major still earning its outing. A blue 1945 Fordson E27N being driven at a vintage rally, a rider at the wheel https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/gilbern/ https://britishclassiccars.co.uk/photos/gilbern-genie-3-0l-1968-19848699703-1600.jpg A Gilbern Genie in red. The Genie brought the Ford Essex V6 to the marque and turned it from a maker of small sports coupes into a builder of proper grand tourers. A red Gilbern Genie coupe, registration NBO 498F, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gilbern-gt-1966-14246403996-1600.jpg A Gilbern GT, the car the company started with in 1959. Compact and four-cylinder, it was usually supplied in kit form to dodge purchase tax. A pale blue Gilbern GT coupe, registration GAE 660, rear three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gilbern-invader-mk-iii-1974-42576222532-1600.jpg A Gilbern Invader Mk III, the final and most developed Invader, with flared arches and all-Ford running gear. It was sold factory-built only after the 1973 VAT change. A metallic purple Gilbern Invader Mk III coupe with flared wheel arches, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gilbern-invader-estate-1972-32103839287-1600.jpg The rare Gilbern Invader estate. Only around a hundred were built, and the load-carrying glass-fibre body is now one of the most sought-after Gilberns. A brown Gilbern Invader estate, rear three-quarter view showing the tailgate, at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-gilbern-invader-mk2-53151440905-1600.jpg A Gilbern Invader Mk II on wire wheels. Buy on the condition of the steel chassis beneath the body, and check the Ford V6's fibre camshaft timing gear has been replaced with the alloy part. A red Gilbern Invader Mk II coupe on chrome wire wheels, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gilbern-gt-1600-1962-48394418477-1600.jpg An early Gilbern GT 1600 seen from the rear. The four-cylinder GT ran from 1959 to 1967, and a good one is now the most valuable Gilbern. A maroon Gilbern GT 1600 coupe, rear three-quarter view in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gilbern-estate-in-front-of-red-dragon-pub-in-wales-37487301-800.jpg A Gilbern Invader estate outside a Welsh pub. The marque remains a point of national pride as the only series-production car ever wholly built in Wales. A cream Gilbern Invader estate parked in front of a Welsh pub https://creativecommons.org/licenses/by/3.0 https://britishclassiccars.co.uk/photos/gilbern-genie-registered-may-1968-2994cc-rear-three-quarters-47803882-1600.jpg A Gilbern Genie from the rear. The Ford Essex V6 sat up front, driving the rear wheels through MG-derived running gear. A red Gilbern Genie coupe photographed from the rear three-quarter on grass https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1972-gilbern-invader-convertible-53946663376-1600.jpg An open-topped Gilbern Invader, a rarity among a marque built almost entirely as closed coupes and estates. A red open-topped Gilbern Invader convertible, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rjx508k-gilbern-3000-54490165314-1600.jpg A Gilbern Invader wearing 3000 badging for its three-litre Ford V6. The Invader was among the quicker British grand tourers of its day. A red Gilbern Invader with 3000 badging, registration RJX 508K, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gilbern-gt-front-28195675-1600.jpg An early Gilbern GT from the front. The four-cylinder GT was the car that started the marque in 1959. A grey Gilbern GT coupe photographed from the front https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/gilbern-gt-back-28195676-1600.jpg The same GT from the rear, showing the neat fastback the company built in a workshop near Pontypridd. A grey Gilbern GT coupe photographed from the rear https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/1971-gilbern-invader-forres-highland-games-30790941-1600.jpg A Gilbern Invader at the Forres Highland Games in Scotland. The cars travelled, but the marque never built anywhere but Wales. A red Gilbern Invader at the Forres Highland Games in Scotland, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/ginetta/g15/ https://britishclassiccars.co.uk/photos/ginetta-g15-1970-15033947141-1600.jpg A 1970 Ginetta G15 in vivid orange. The rear-engined glass-fibre coupe was the best-selling of the classic Ginettas, light enough to make the most of its little Hillman Imp engine. An orange Ginetta G15 coupe with a black roof panel, registration DUY 800J, three-quarter front view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ginetta-g15-1970-998cc-imp-power-31439601693-1600.jpg A G15 with the optional 998cc engine. The larger unit lifted power to around 65 to 70 bhp and the top speed towards 115 mph, turning the baby GT into a genuinely quick car. A red Ginetta G15 fitted with the 998cc Imp engine, registration MNE 982J, front three-quarter view indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ginetta-g15-1970-14850408558-1600.jpg A G15 in subdued silver. Sold mainly in kit form to dodge purchase tax, it cost around £800 as a kit against well over £1,000 built up, until the 1973 VAT change closed the gap. A silver-grey Ginetta G15 coupe, front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ginetta-g15-1974-15033946271-1600.jpg A 1974 car, from the final year of production. Buy on the condition of the steel chassis beneath the glass-fibre body, the one real structural weakness on an otherwise simple car. A white Ginetta G15 coupe, front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ginetta-g15-1972-15838591412-1600.jpg A 1972 Ginetta G15 in red. Around 800 were built between 1968 and 1974, and a few hundred survive on UK roads. A red Ginetta G15 coupe, three-quarter front view on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ucd374j-ginetta-g15-54550318884-1600.jpg Registration UCD 374J, another survivor. The low, light, rear-engined shape changed little across the car's production life, from 1968 to 1974. An orange Ginetta G15 coupe, registration UCD 374J, three-quarter front view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-ginetta-g15-1-0-front-84936645-1600.jpg A blue G15 head-on, showing the low, narrow shape. The whole car stands only about three foot eight inches tall. A blue Ginetta G15 coupe photographed from the front at a classic car show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1970-ginetta-g15-1-0-rear-84936648-1600.jpg The same car from behind. The Hillman Imp engine sits in the tail, with cooling vents let into the rear panel. A blue Ginetta G15 coupe photographed from the rear, showing the engine cover and cooling vents https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1970-ginetta-g15-badge-136168796-1600.jpg The Ginetta badge on a G15. The Walklett brothers built the cars by hand, first at Witham in Essex and later at Sudbury in Suffolk. A close-up of the Ginetta badge on the bodywork of a G15 https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1970-ginetta-g15-haynes-international-motor-museum-sparkford-yeovil-somerset-9649699456-116657708-1024.jpg A Ginetta G15 preserved in a motor museum. Around 800 were built between 1968 and 1974, and a few hundred survive. A red Ginetta G15 coupe on display indoors at a motor museum https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/ginetta-g15-875cc-august-1972-11344546-1600.jpg A G15 with the standard 875cc engine. Most cars used this unit; the larger 998cc was the option for those who wanted more pace. A red Ginetta G15 with the standard 875cc engine, front three-quarter view at a classic car show https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/ginetta-g15-1971-53854632572-1600.jpg The tail lifts to reveal the Imp's alloy four hung out behind: unusual access, and unusually easy to work on. A red Ginetta G15 with its rear engine cover raised, showing the Hillman Imp engine mounted behind the axle https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/ https://britishclassiccars.co.uk/photos/aston-martin-db6-2651258500-1600.jpg An Aston Martin DB6. This glossary collects the terms, schemes and acronyms that come up when you own a car like it. A light blue Aston Martin DB6 Volante convertible seen head-on, UK registration JKC 265 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-mini-barn-front-cream-5543151-1600.jpg A classic Mini in a barn. Storage standards, from informal cover like this through to CaSSOA-graded facilities, are one of the term clusters this glossary untangles. A cream classic Mini parked head-on inside an old wooden barn https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rover-p4-100-woodie-8205926025-1600.jpg Shooting brake, estate, woodie or station wagon: the same car collects a different name on each side of the Atlantic. A Rover P4 converted into a wood-framed estate, displayed indoors with its rear door open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-3576199646-1024.jpg Fastback: a roofline that runs unbroken to the tail, as on this Rapier, and not the same thing as a liftback. A blue Sunbeam Rapier fastback on grass at a classic car show, front three-quarter view, UK registration 6733 WF https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/austin-1100-1816519316-1023.jpg Transverse engine and Hydrolastic suspension: two glossary entries that meet in the same small saloon. A dark green Austin 1100 on indoor museum display, front three-quarter view, UK registration LVF 372E https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1924-morris-cowley-bullnose-5733525386-1600.jpg Veteran, Edwardian, vintage or post-vintage: the pre-war era carries the most contested vocabulary of all. A grey 1924 Morris Cowley Bullnose tourer with brass lamps on museum display, UK registration OR 5885 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/40-year-rule/ https://britishclassiccars.co.uk/photos/mg-mgb-green-showroom-front-8441654-1600.jpg An MG MGB. A chrome-bumper MGB registered in the early 1970s like this one sits comfortably the far side of the rolling forty-year line. A dark green chrome-bumper MG MGB roadster seen head-on, its number plate reading MG B 1971 https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/age-related-plate/ https://britishclassiccars.co.uk/photos/jaguar-mk-2-3-4-litre-1966-43290528782-1600.jpg A Jaguar Mk2 wearing 'JJW 580D'. The D suffix dates it to 1966, the kind of period-correct mark an age-related plate reproduces when the original is lost. The rear of a light blue Jaguar Mk2 saloon at a show, showing the black-on-silver number plate 'JJW 580D' https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/agreed-value-insurance/ https://britishclassiccars.co.uk/photos/classic-silver-rolls-royce-parked-on-a-charming-street-in-london-capturing-10392337-1600.jpg A Rolls-Royce Silver Cloud. The more a classic is worth, the more an agreed value matters, so a write-off pays the figure you settled on rather than a disputed market price. A silver Rolls-Royce Silver Cloud parked on a London street of pale stucco houses in low evening sun https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/british-leyland/ https://britishclassiccars.co.uk/photos/front-view-of-a-classic-orange-triumph-spitfire-cabriolet-in-an-exhibition-19089103-1600.jpg A Triumph Spitfire. Triumph was one of the dozen-odd marques folded into British Leyland at the 1968 merger. An orange Triumph Spitfire roadster, front three-quarter view, on display under exhibition lighting https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1974-british-leyland-austin-marina-jaguar-tr6-mgb-land-rover-advertising-road-tr-13887425052-1057.jpg A 1974 British Leyland advert selling the group as a single family: the Austin Marina alongside the Jaguar E-Type, Triumph TR6, MGB and Land Rover. On paper one company, in practice a loose federation of marques that often competed with each other. A 1974 British Leyland magazine advert headed The Great British Car Sweepstakes, showing the Austin Marina alongside the Jaguar E-Type, Triumph TR6, MGB and Land Rover https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-allegro-3262386171-1600.jpg An Austin Allegro. Launched in 1973 into a market that no longer wanted it, the Allegro became shorthand for much of what went wrong at British Leyland in the troubled years. A gold Austin Allegro four-door saloon, rear three-quarter view, parked on grass at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-mini-mini-mini-classic-mini-14228049-1600.jpg The Mini. Built at Longbridge from 1959, it was the volume car at the heart of BMC and then British Leyland for over forty years. A red Mini Cooper S with a white roof and four auxiliary lamps, front three-quarter view indoors https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/a-silver-mgb-gt-classic-sports-car-parked-outdoors-in-the-picturesque-29870152-1600.jpg An MGB GT. MG was the sports-car badge inside the group, and the MGB ran right through the BL years until the Abingdon factory closed in 1980. A silver MGB GT fastback coupe, front three-quarter view, parked on a paved drive with trees behind https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1968-jaguar-mk2-21576284928-1600.jpg A Jaguar Mk2. Jaguar came into the group through British Motor Holdings in 1966, was floated off again in 1984, and was the one big BL spin-off that thrived on its own. A dark green Jaguar Mk2 saloon with chrome wire wheels, front three-quarter view, on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-morris-marina-52157688266-1600.jpg A Morris Marina. The Marina was BL's volume Morris of the 1970s, built down to a price to take on the Ford Cortina. An olive-green Morris Marina four-door saloon, front three-quarter view, on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/leyland-princess-2200hls-1978-45402591134-1600.jpg A Leyland Princess. The wedge-shaped 18-22 series of 1975 was bold to look at, but it arrived just as the company was sliding into nationalisation. An orange Leyland Princess wedge saloon, rear three-quarter view, on a stand at an indoor classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-2308311413-1600.jpg A Triumph Stag. The in-house grand tourer Triumph built under BL, remembered as much for its troublesome V8 as for its looks. A white Triumph Stag convertible with its T-bar roll hoop, front three-quarter view, parked by a fence https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-rover-sd1-8723186587-1600.jpg A Rover SD1. The fastback executive Rover of 1976 was one of the new models the Ryder Report funded, and it won European Car of the Year as BL tried to recover. A black Rover SD1 fastback saloon, front three-quarter view, on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-metro-c-1982-49246947903-1600.jpg A period Austin Metro advert. The 1980 Metro was the supermini BL pinned its recovery on, sold here with national pride, and for a while it genuinely shifted in the numbers the company needed. A period Austin Metro advertisement headed "A British car to beat the world", showing a white three-door Metro https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-range-rover-classic-4x4-wagon-53860405480-1600.jpg A Range Rover Classic. Land Rover, built at Solihull, is the one corner of the old British Leyland still making cars on the same site today, under Tata ownership. An early mustard-yellow two-door Range Rover Classic, front three-quarter view https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/glossary/cassoa/ https://britishclassiccars.co.uk/photos/front-view-of-a-vintage-austin-healey-car-displayed-in-a-classic-29887257-1600.jpg A classic stored under cover in a secure hall. CaSSOA accreditation grades exactly this kind of facility, and insurers price against the rating. A blue Austin-Healey 3000 parked head-on, alone, in a large concrete storage hall with a timber roof https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/classic-mini-barn-front-cream-5543151-1600.jpg A Mini under informal cover in a barn. Better than the open driveway, but a long way from the graded, monitored security a CaSSOA rating certifies. A cream classic Mini parked head-on inside an old wooden barn https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/concours-condition/ https://britishclassiccars.co.uk/photos/aston-martin-db5-blue-aston-martin-db5-parked-near-the-sea-29648179-1600.jpg The flank of an Aston Martin DB5. Concours condition means paint, brightwork and detail finished to the standard that would credibly compete at a concours d'elegance. The flawless turquoise flank and chrome wire wheel of an Aston Martin DB5, parked beside calm water at dusk https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/goodwood-breakfast-club-jaguar-xj220-1526059639-1600.jpg High-value classics draw a crowd at Goodwood. The formal concours d'elegance events are where the top-grade cars are actually judged against each other. A silver Jaguar XJ220 supercar with onlookers leaning in to look, at a Goodwood Breakfast Club meet https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/ecurie-ecosse/ https://britishclassiccars.co.uk/photos/jaguar-d-type-racer-on-track-33147997-1600.jpg A Jaguar D-Type. Ecurie Ecosse ran D-Types to back-to-back Le Mans wins in 1956 and 1957. A black Jaguar D-Type historic racing car at speed in side profile on a circuit, the background blurred by panning https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/export-or-die/ https://britishclassiccars.co.uk/photos/jaguar-xk120-roadster-1950-43104803764-1600.jpg A Jaguar XK120. Cars exactly like this were built above all for export, especially to the dollar-earning American market that Export or Die set out to win. A cream Jaguar XK120 open roadster seen head-on, UK registration WLF 845 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-tc-green-front-quarter-9743327-1600.jpg An MG TC. Around 10,000 went to the United States, building the American sports-car market from essentially nothing. A green MG TC roadster with freestanding headlamps and wire wheels, front three-quarter view on a brick drive https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-tf-1954-52939399721-1600.jpg An MG TF. The last of the traditional T-types before the MGA, and another car aimed squarely at American buyers. A black MG TF roadster, front three-quarter view at a classic car show, UK registration UPE 643 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-healey-roadster-cafe-5254491-1600.jpg An Austin-Healey. Donald Healey designed the big Healey with the American market explicitly in mind. A red Austin-Healey roadster with wire wheels and the top folded down, parked at the kerb outside a busy cafe https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr3-2308412213-1600.jpg A Triumph TR3. The TR2 and TR3 gave Triumph its post-war sports-car identity, again with American buyers first in mind. A pale blue Triumph TR3 with a hardtop, front three-quarter view, by a fence at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-1-1952-14061238503-1600.jpg A Land Rover Series I. Conceived as an interim export product during steel rationing, it ended up outlasting the policy by sixty-eight years. A dark green Land Rover Series I soft-top, three-quarter front view, on show grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bentley-mark-vi-park-ward-1950-8203130887-1600.jpg A Bentley Mark VI. The post-war luxury export, sold particularly into North America and the Commonwealth. A gold Bentley Mark VI with fastback coachwork, rear three-quarter view, on display indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/fastback/ https://britishclassiccars.co.uk/photos/1969-marcos-gt-3772005647-1600.jpg A Marcos GT. The low glassfibre shell is a pure fastback, the roofline running unbroken from screen to tail. An orange 1969 Marcos GT, front three-quarter view, its low glassfibre fastback body parked at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/historic-vehicle-status/ https://britishclassiccars.co.uk/photos/triumph-tr4-white-triumph-tr4-roadster-shown-in-clean-side-profile-11779453-1600.jpg A Triumph TR4. A 1960s car like this sits well inside the historic tax class, which you apply for through the V5C once the car is eligible. A white Triumph TR4 roadster with a hardtop and chrome wire wheels, in clean side profile in front of a brick building https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/hydrolastic-suspension/ https://britishclassiccars.co.uk/photos/1972-austin-1300-26704792502-1600.jpg An Austin 1300. The 1100 and 1300 brought Hydrolastic suspension to the mass market from 1962. A grey 1972 Austin 1300 four-door saloon, front three-quarter view, on grass at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/liftback/ https://britishclassiccars.co.uk/photos/rover-vitesse-1987-sd1-48357659407-1600.jpg A Rover SD1. The fastback roofline runs down to a lifting tailgate, the combination that makes it a liftback. A black Rover SD1 Vitesse, rear three-quarter view, its sloping fastback roofline running down to a lifting tailgate, on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/q-plate/ https://britishclassiccars.co.uk/photos/eagle-jeep-q-plate-51682183698-1600.jpg Registered by the DVLA only as an 'Eagle' of uncertain age, this component-built vehicle wears a Q-plate (Q483 GEL). Vehicles like this are the classic Q-plate case: with no single verifiable date of manufacture, the DVLA defaults to the Q prefix. A weathered military-style Jeep replica in faded olive green with surface rust, front three-quarter view, wearing the UK Q-prefix registration plate Q483 GEL https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/restomod/ https://britishclassiccars.co.uk/photos/jaguar-e-type-side-grey-36907732-1600.jpg A Jaguar E-Type fixed-head coupe. Specialists such as Eagle rebuild the E-Type as a restomod, keeping the shape and modernising the rest. A grey Jaguar E-Type fixed-head coupe in side profile, parked in front of a grand brick country house https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/shooting-brake/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-orange-front-16697678-1600.jpg A Reliant Scimitar GTE. The car that popularised the sporting estate, an everyday cousin of the coachbuilt shooting brake. An orange Reliant Scimitar GTE sporting estate, front three-quarter view, parked beside a brick wall https://www.pexels.com/license/ https://britishclassiccars.co.uk/glossary/transverse-engine/ https://britishclassiccars.co.uk/photos/1969-austin-mini-engine-bay-53997078279-1600.jpg A classic Mini's engine bay. The A-series sits sideways across the car, with the radiator tucked to one side, the packaging that made compact front-wheel drive work. The engine bay of a classic Austin Mini, the BMC A-series four-cylinder engine mounted sideways across the car with the radiator on the left https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/glossary/v5c/ https://britishclassiccars.co.uk/photos/a-classic-vintage-car-drives-along-a-scenic-road-with-a-historic-175690-1600.jpg A pre-war Bentley still on the road. Whatever the car, the V5C is the document that records its keeper and ties the registration to the vehicle. A green pre-war Bentley open tourer with a goggled driver, driving past a village church, registration "YP 9308" https://www.pexels.com/license/ https://britishclassiccars.co.uk/heinkel/kabine/ https://britishclassiccars.co.uk/photos/heinkel-kabine-26148418530-1600.jpg The Heinkel Kabine: the aircraft-maker's bubble, lighter and airier than the rival Isetta. A pale blue Heinkel Kabine bubble car displayed indoors, front view showing the full-width front door https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/heinkel-messerschmitt-trojan-29002233913-1600.jpg Bubble society: a Heinkel leads a museum row of its 1950s microcar contemporaries. A red Heinkel bubble car leading a museum line of microcars including a yellow Messerschmitt and a Trojan https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/trojan-bubble-cars-heinkel-licence-built-in-gb-16404285947-1600.jpg Croydon's own: Trojan 200s at a British show, the licence-built Heinkel that outlived its parent. Two Trojan 200 bubble cars, one red and one yellow, on grass at a British show with crowds behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/heinkel-restoration-project-24193052197-1600.jpg A Kabine stripped to its shell: completeness of trim and glass is the real cost of any project. A bare Heinkel bubble car shell under restoration in a workshop https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/heinkel-kabine-26328932172-1600.jpg Aircraft thinking applied to a car: monocoque shell, minimal weight and glass wrapped like a canopy. A pale blue Heinkel Kabine bubble car photographed head-on indoors, showing the single front-opening door and wraparound glass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/trojan-200-1962-29250883048-1600.jpg Side by side the choice gets easier: the Heinkel is roomier than a Messerschmitt and lighter than an Isetta. A line of bubble cars including red and yellow Heinkels on indoor museum display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/trojan-200-1962-29250886558-1600.jpg One dial, one lever and a 198cc single behind you: nothing about driving it is complicated. The interior of a red Trojan-built Heinkel showing the white steering wheel, bench seat and simple dashboard https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/heinkel-bubbles-30544583853-1600.jpg Cheaper than an Isetta and far cheaper than a Messerschmitt, for a bubble that is easier to live with. A red Trojan-built Heinkel bubble car on grass at a classic vehicle show, front view, UK registration 566 LJH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/heinkel-kabine-26493831996-1600.jpg Louvres in the tail feed a single-cylinder four-stroke; the whole car weighs less than 250kg. A pale blue Heinkel Kabine on indoor display, rear three-quarter view showing the cooling louvres https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/trojan-200-1962-29250884578-1600.jpg Badged Trojan 200 for Britain, built at Croydon under licence from Heinkel. A red Trojan 200 bubble car on grass at a classic vehicle show, rear three-quarter view, UK registration 566 LJH https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/trojan-heinkel-1962-30559946448-1415.jpg The whole nose is the door, hinged at the side rather than the Isetta's steering-column arrangement. An orange Trojan Heinkel bubble car on indoor display with its single front door swung open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/trojan-bubble-cars-heinkel-licence-built-in-gb-16424565470-1600.jpg Croydon-built Trojans outnumber German-built Heinkels in Britain, and the club treats both as family. Two Trojan-built Heinkel bubble cars, one cream and one red, on grass at a classic vehicle rally https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/hillman/avenger/ https://britishclassiccars.co.uk/photos/onj160m-hillman-avenger-53971685521-1600.jpg A mid-1970s Hillman Avenger. The quad-headlight GL/GLS spec, the chrome side trim, and the proportions that made the Avenger the best-handling small saloon of its class at launch. A brown metallic Hillman Avenger four-door saloon (M registration, 1973–74), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/uaa755m-1974-hillman-avenger-1600-super-estate-51350087043-1600.jpg A 1974 Hillman Avenger 1600 Super Estate. The five-door variant that joined the range in 1972 and outlived the saloon under both Chrysler and Talbot badges. A metallic green Hillman Avenger 1600 Super Estate (1974), front three-quarter view on grass at a country classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-tiger-1971-38265226231-1600.jpg The Mk1 Avenger Tiger of 1972 in Sundance Yellow. The twin-Weber 1.5 made 107 brake horsepower against the standard car's 68, and Chrysler UK's competition team campaigned them through the 1973–74 British Rally Championship. A Sundance Yellow Hillman Avenger Tiger (1971) with matt-black bonnet stripe and auxiliary driving lamps, front three-quarter view outdoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/chrysler-avenger-1976-32540481653-1488.jpg The 1976 press ad announcing the Chrysler Avenger. The Hillman badge was discontinued the same year; the car underneath barely changed. A period 1976 magazine advertisement reading "Announcing The New Chrysler Avenger. In 20 major ways, the Avenger you've been waiting for", showing a Chrysler Avenger saloon https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-gt-12298684676-1430.jpg The Hillman Avenger GT in period UK brochure imagery. The GT sat above the GL with twin Stromberg carburettors on the 1500, an 88 brake horsepower output, sports steering wheel and vinyl-coachline trim, the closest the standard Avenger range came to a performance saloon before the Tiger arrived. A scanned UK brochure page for the Hillman Avenger GT, with copy headed 'Avenger GT' and a photograph of an orange-red two-door GT saloon parked in a period English town street outside the Jacques-Michelle and Zetland shop fronts, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-gls-1972-53765645467-929.jpg The 1972 Hillman Avenger 1500 GLS in showroom-stock condition. The GLS was the top of the original Hillman-era saloon range, with the quad-headlight grille, the vinyl roof, and the higher-trim interior that buyers moving up from the Hunter were paying for. A maroon-purple 1972 Hillman Avenger 1500 GLS four-door saloon (WER742L) with black vinyl roof, quad-headlight grille and chrome side trim, front three-quarter view on a sunny Dorset car-meet pavement https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-tiger-1973-30363370183-1600.jpg The Mk2 Avenger Tiger of 1973 in its signature red. Roughly 200 Mk2 Tigers were built before the programme ended, half the Mk1 production figure, and the Mk2 shifted the cosmetic detail to side decals and a different bonnet-stripe layout while retaining the twin-Weber 1.5 engine. An orange-red 1973 Hillman Avenger Tiger Mk2 (LHO200L) with matt-black bonnet stripe wrapping over the boot lid and 'AVENGER TIGER' graphic on the rear quarter, rear three-quarter view inside a dimly lit motor museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-tiger-1973-31134824326-1600.jpg The Hillman Tiger badge, the way to confirm a genuine factory Tiger. The Avenger and Sunbeam Owners' Club holds the body-number ranges that match the Mk1 and Mk2 Tiger production runs; replicas built from standard 1500 saloons can be visually convincing but the badge, engine numbers and body numbers do not lie. A close-up macro detail of the Hillman Tiger boot badge on an orange-red 1973 Mk2 Avenger Tiger, showing the chrome 'HILLMAN' and 'TIGER' lettering flanking the cursive script badge, with red rear-lamp cluster and chrome bumper-end visible https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-tiger-1974-53671974107-1600.jpg Mk1 and Mk2 Avenger Tigers side by side at County Classics in Taunton. The article describes the two as a pair built to similar specification but for different model years; seeing them together is one of the clearer ways to read the cosmetic differences in stripe layout and trim that separate the 1972 yellow car from the 1973 red one. A Sundance Yellow Mk1 Hillman Avenger Tiger parked next to an orange-red Mk2 Avenger Tiger inside the County Classics Motor Museum at Taunton, both saloons in front three-quarter view with their matt-black bonnet stripes visible https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-1971-72-32969458462-1600.jpg The 1971–72 Hillman Avenger range in period sales literature. The three-tier hierarchy of De Luxe, Super and Grand Luxe ran through to the Chrysler relaunch in 1976; the brochure photography deliberately leaned on rural English settings to position the Avenger as the modern family alternative to the ageing Hillman Minx it replaced. A scanned 1971–72 Hillman Avenger brochure page headed 'AVENGER' in yellow type, showing three saloons stacked vertically: a blue Grand Luxe (WRW253K), a green Super in a field with a windmill behind, and a pale-blue De Luxe by a lakeside https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-40107114-1024.jpg The 1300 DL boot badge on a Hillman-era Avenger De Luxe. The 1248cc OHV four was the entry engine across the Hillman years, paired with the De Luxe trim as the basic-spec saloon; the DL combination is the variant most commonly remembered as an everyday 1970s family runabout rather than a collector's car. A close-up of the chrome '1300 DL Avenger' boot badge on a British racing green Hillman Avenger 1300 De Luxe, with rear lamp cluster, fuel-filler cap and chrome bumper edge in frame at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-avenger-13781401095-1600.jpg A Hillman Avenger in the kind of setting most of the 600 known survivors actually live: a suburban driveway rather than a show field. The Avenger sold in volume to private buyers, not company fleets, so the cars that made it through the scrapyard era did so because individual owners kept paying tax on them year after year. A silver-grey Hillman Avenger four-door saloon parked on a brick-edged driveway outside a tile-roofed pebble-dashed bungalow on a residential street near Eastbourne, side three-quarter view from the road https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/michelin-ad-1976-part-1-33202450062-1600.jpg A 1976 Michelin print ad placing the Chrysler Avenger among the cars Michelin counted as the credible British and European mainstream of the day. The Avenger had moved from the Hillman badge to Chrysler in the same year, and the OEM-tyre advertising treated it as a sibling of the Cortina and the Chevette rather than as a discounted Marina rival. A scanned 1976 Michelin tyre magazine advertisement headed 'Choose your tyres as stringently as they do', with a grid of eight period cars including a red Chrysler Avenger saloon mid-corner, alongside a Ford Fiesta, Rover 3500, Ford Cortina, Chrysler Alpine, Vauxhall Chevette, Peugeot 504 and BLMC TR7 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-sunbeam-1500-tc-47798994601-1600.jpg A Dutch-market Sunbeam 1500 TC at the Tulpenrallye prologue. In several European markets the Avenger was sold under the Sunbeam name from the start, and the 1500 TC trim was the European equivalent of the UK GT. This car runs in historic rally trim, the closest the standard Avenger platform got to a continental motorsport career outside the Tiger programme. A red 1973 Sunbeam 1500 TC four-door saloon (Dutch plate 19-51-XT) with a matt-black bonnet, white rallye-number roundel on the driver's door, and quad-headlight grille, front three-quarter view on a Dutch historic-rally parking area https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/hillman/imp/ https://britishclassiccars.co.uk/photos/1965-hillman-imp-mk-i-saloon-14116101649-1600.jpg The Hillman Imp: engine in the tail, cleverness everywhere, luck nowhere. A yellow 1965 Hillman Imp Mk I at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-imp-1964-47795696142-1600.jpg The business end: the aluminium engine lies canted under the tail, below an opening rear window that made the Imp a hatchback in all but name. The rear of a light blue 1964 Hillman Imp, UK registration AUO 254B, showing the engine cover and large rear window https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-hillman-imp-53065103502-1600.jpg An early Imp wearing its years honestly. The first cars carried immature details that later ones fixed, too late for the car's reputation. An unrestored pale blue 1965 Hillman Imp on grass at a classic gathering, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-stiletto-1968-33702845992-1600.jpg The Sunbeam Stiletto, the four-headlamp fastback flagship of the Imp family. A red Sunbeam Stiletto with black vinyl roof, front three-quarter view, UK registration OPM 274F https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-imp-1966-51502262983-1600.jpg Imps never stopped racing: light, balanced and rev-happy, they remain fixtures of historic saloon grids. A blue and white Hillman Imp race car with sponsor decals, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-imp-1968-19180915093-1600.jpg A late-1960s Imp, by which point the early faults were engineered out. Cooling history is still the first question to ask. An olive-gold 1968 Hillman Imp at a show, front three-quarter view, UK registration PRF 718G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/commer-imp-1966-40284700835-1600.jpg The Commer Imp van took the rear-engined platform to work. A pale blue 1966 Commer Imp van with roof rack, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-hillman-imp-californian-53427098874-1600.jpg The Californian, the sleeker coupe roofline on the standard Imp body. A white 1967 Hillman Imp Californian coupe displayed indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-imp-sport-1971-15267722093-1600.jpg The twin-carburettor Imp Sport: 51 bhp that transforms the car. A red Sunbeam Imp Sport with alloy wheels, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-stiletto-imp-sport-1971-72-33050854636-1600.jpg Period advertising for the Sunbeam versions, sold on pace the Hillman badge could not claim. A period Rootes advertisement for the Sunbeam Stiletto and Imp Sport https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-imp-3904760075-1600.jpg Lift the tail and the whole argument is there: an all-alloy engine hung out behind the rear axle. A yellow Hillman Imp with its rear engine cover raised, showing the aluminium engine mounted behind the axle https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/top-gear-live-hillman-imp-5530904073-1600.jpg Still racing: the Imp's habit of embarrassing bigger cars never entirely wore off. A red Hillman Imp saloon prepared for racing, carrying number 61 and sponsor decals, in a paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/hillman/minx/ https://britishclassiccars.co.uk/photos/1963-hillman-minx-1600-8148906339-1600.jpg An Audax-generation Hillman Minx, the crisp Loewy-influenced shape most people picture when they hear the name. A light blue Hillman Minx 1600 saloon on a showground, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/raf184832-1938-hillman-minx-staff-car-52506014589-1600.jpg A 1938 Minx in RAF colours. Thousands of Minxes served as wartime staff cars. A 1938 Hillman Minx RAF staff car in wartime grey and red, displayed in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-hillman-minx-mkv-1265cc-5833887780-1600.jpg A 1953 Mk V, one of the post-war Marks that carried the Minx through austerity Britain. A black 1953 Hillman Minx Mk V saloon at a UK classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-minx-series-iii-1958-51408641844-1600.jpg The Audax Minx in period two-tone. Isuzu built this generation under licence in Japan. A white and red two-tone Hillman Minx Series III seen from the side and rear https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-hillman-super-minx-8724321188-1600.jpg The Super Minx, the larger sibling sold alongside the standard car, not after it. A green 1966 Hillman Super Minx saloon on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-minx-1725-1967-52731919168-1080.jpg The New Minx of 1967–1970: Arrow underpinnings, Hunter bones, and the last car to wear the name. A dark green Hillman Minx 1725 of 1967, front three-quarter view, UK registration KOR 384F https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-minx-series-vi-automatic-1965-52839668701-1600.jpg Simple to inspect and simple to fix: the Minx engine bay holds few mysteries. A white Hillman Minx Series VI with its bonnet raised at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/411rht-1962-hillman-minx-convertible-53052481876-1600.jpg The convertibles are the exception to the Minx's modest values, fetching comfortably more than the saloons. A light blue 1962 Hillman Minx convertible with the hood down, UK registration 411 RHT https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-hillman-minx-mk-8-californian-8928105222-1600.jpg A Mk 8 Californian, the two-tone glamour version of the last post-war Marks. A black and red 1955 Hillman Minx Mk 8 Californian at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-minx-mk-v-1952-52313684981-1600.jpg A 1952 Mk V. The early post-war cars are the rarest Minxes today. The rear of a grey 1952 Hillman Minx Mk V on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-minx-series-v-1963-52200639392-1600.jpg A Series V of 1963, by now with the 1600 engine and squared-up roofline. A brown and grey Hillman Minx Series V at a show, front three-quarter view, UK registration BHU 548A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rhh54f-1968-hillman-minx-1-5-estate-51351940037-1600.jpg The estate body carried the Minx's practicality to its logical end. A pale green 1968 Hillman Minx 1.5 estate, front three-quarter view, UK registration RHH 54F https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/humber/sceptre/ https://britishclassiccars.co.uk/photos/1962-humber-sceptre-mk-i-saloon-12231549756-1600.jpg A Mk I Humber Sceptre: four headlamps, a wraparound screen and boardroom trim on family-car bones. A red Humber Sceptre Mk I saloon on grass in sunshine, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-mk-1-1963-29366095533-1600.jpg The Mk I's rakish glasshouse and finned tail betray the car's origins as a planned Sunbeam. A dark red 1963 Humber Sceptre Mk I seen from the side and rear at a harbourside, UK registration CBK 721C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-mk-i-1965-1592cc-28224906954-1600.jpg Four headlamps when they were still exotic: the Sceptre spent its money where the buyer could see it. The front of a dark green 1965 Humber Sceptre Mk I showing its four headlamps, badges and grille, UK registration CMD 187A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-mk-iii-1976-28058124697-1600.jpg The Mk III, the plushest of the Arrow family and the last car to wear the Humber badge. A red Humber Sceptre Mk III with vinyl roof at a busy classic show, front three-quarter view, UK registration LJC 510R https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-humber-sceptre-8016231227-1600.jpg A surviving Mk III still earning its keep. The running gear lasts; the body and trim decide the price. A black 1969 Humber Sceptre parked on a suburban street, side view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-1967-advert-40287762012-1488.jpg Rootes launched the Mk III with a twenty-two-gun salute of standard equipment. A period Humber Sceptre advertisement headed with a twenty-two gun salute https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-estate-1976-10658058755-1600.jpg The late Sceptre estate, one of the more genteel load-carriers of the 1970s. A red 1976 Humber Sceptre estate with roof rack at a show, front three-quarter view, UK registration OCL 602P https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-humber-sceptre-mk-ii-saloon-12230988855-1600.jpg A Mk II, with the 1725cc engine and the plainer Super Minx nose. A grey-blue 1966 Humber Sceptre Mk II saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-of-1963-14674031094-1600.jpg A Mk I in gentler colours; survivors of all marks now number in the hundreds. A light blue 1963 Humber Sceptre on grass, front three-quarter view, UK registration 40 FFR https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-3504599530-1024.jpg Rootes rally heritage runs through the Sceptre too, and historic events still take them seriously. A red Humber Sceptre prepared for historic rallying with auxiliary lamps and competition numbers, UK registration WGH 421M https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-3675361514-1024.jpg Four headlamps and a vinyl roof: the Mk III wore the Arrow shell's dressiest interpretation. A blue-green Humber Sceptre Mk III with four headlamps on grass at a coastal classic car show, UK registration VMG 637M https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-785160813-1024.jpg Overdrive on the bootlid: standard equipment the rivals charged extra for, and the Sceptre's whole argument. The rear of a blue and white Humber Sceptre showing the fins, tail lights and Overdrive badge, UK registration ARV 23B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/importing-a-classic-car/ https://britishclassiccars.co.uk/photos/mg-b-1972-10861950786-1600.jpg British classics ended up everywhere, and a good many are now coming home. An MGB abroad, complete with the whitewall tyres its home market never much cared for. A dark green MGB roadster with wire wheels and whitewall tyres parked at a street gathering overseas https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/importing-a-classic-car/insurance/ https://britishclassiccars.co.uk/photos/1971-mgb-roadster-8927440204-1600.jpg Everything an insurer wants to see on an import is easiest to photograph on the day the car arrives, while the bonnet is open and the paperwork is still in your hands. A British Racing Green MGB roadster with its bonnet open at a classic car show, showing the engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/ https://britishclassiccars.co.uk/photos/jaguar-e-type-side-grey-36907732-1600.jpg The E-Type, the car most people picture when they hear the word Jaguar: beauty and speed at a price that undercut the exotics. A grey Jaguar E-Type fixed-head coupe in side profile on the gravel in front of a country house https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk120-2651222272-1600.jpg The XK120 of 1948, the car that launched the XK engine and made Jaguar's name for fast, beautiful, affordable machines. A silver Jaguar XK120 open roadster seen head-on, UK registration PVT 101 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk2-3-8-litre-29764259245-1600.jpg The Mk2 3.8, a compact saloon that could embarrass sports cars and came to define the 1960s Jaguar. A dark red Jaguar Mk2 3.8 saloon at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-side-grey-36907732-1600.jpg The E-Type fixed-head coupe. From the XK120 to the E-Type, Jaguar's sports cars set the look of their decades. A gunmetal grey Jaguar E-Type fixed-head coupe in front of a country house, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xjs-41856502265-1600.jpg The XJS, the long-running grand tourer that followed the E-Type and is now a sought-after classic in its own right. A blue Jaguar XJS coupe parked beside a flint barn, side three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-d-type-racing-33074665-1600.jpg A Jaguar D-Type. The C-Type and D-Type won Le Mans five times in the 1950s and gave the road cars their credibility. A black Jaguar D-Type racing car, number 170, at speed on a circuit https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xj6-series-1-1972-15288612581-1600.jpg The XJ6, Sir William Lyons' last saloon. A well-kept six-cylinder car is among the most usable ways into classic Jaguar ownership. A dark green Jaguar XJ6 Series 1 saloon with chrome bumpers, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-fixed-head-coupe-profile-24394892-1600.jpg An XK120 fixed-head coupe, the closed version of Jaguar's first post-war sports car. A red Jaguar XK120 fixed-head coupe in profile with red wire wheels https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-jaguar-e-type-interior-detail-10274208-1600.jpg Wood, leather and a bank of toggle switches: the cabin of an E-Type, and the kind of detail that defines the marque. The interior of a Jaguar E-Type with a wood-rimmed steering wheel and round gauges https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1952-jaguar-c-type-31467323298-1600.jpg A Jaguar C-Type, the car that took the marque's first two Le Mans wins in 1951 and 1953 and pioneered disc brakes in racing. A green Jaguar C-Type racing car, number 4, in the paddock at a historic race meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/e-type/ https://britishclassiccars.co.uk/photos/jaguar-e-type-white-jaguar-e-type-roadster-parked-beside-historic-buildings-12582269-1600.jpg A Series 1 roadster, the E-Type in its purest form. Few cars have ever made a stronger first impression. A white Jaguar E-Type Series 1 roadster with wire wheels parked beside a historic stone building, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-side-grey-36907732-1600.jpg The fixed-head coupe shows Malcolm Sayer's shape at its cleanest, a body drawn by aerodynamics rather than by eye. A gunmetal grey Jaguar E-Type fixed-head coupe parked in front of a grand country house, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-front-detail-green-5330401-1600.jpg The exposed headlamp of a later car. The Series 1's glass headlamp covers gave way to open lamps from the Series 2 on. Low close-up of the open headlamp, chrome bumper and front wing of a dark green Jaguar E-Type https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-v12-boot-badge-23928970-885.jpg The V12 badge of a Series 3. The 5.3-litre engine brought smoothness and torque rather than extra top speed. Close-up of a Jaguar E-Type bootlid badge reading Jaguar V12 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-vintage-race-car-speeding-on-track-during-sunset-showcasing-33148019-1600.jpg A Lightweight E-Type at speed. The aluminium-bodied competition cars are now valued in the millions. A dark blue Jaguar E-Type lightweight racing car, number 100 on gold wheels, cornering on a circuit at dusk https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-jaguar-e-type-interior-detail-10274208-1600.jpg The E-Type cabin, with its wood-rimmed wheel and bank of toggle switches. Originality counts for a lot at these values. The interior of a Jaguar E-Type with a wood-rimmed steering wheel and round gauges https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-green-jaguar-e-type-parked-outside-an-elegant-building-15549084-1600.jpg A green E-Type at dusk. The shape has lost none of its drama in more than sixty years. A green Jaguar E-Type parked outside an illuminated building at dusk, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-race-grid-33147991-1600.jpg E-Types on the grid at a historic meeting. The model's competition roots run straight back to the C-Type and D-Type. Jaguar E-Type race cars lined up on a circuit, in black and white https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-roadster-street-meet-27868720-1600.jpg An E-Type roadster drawing a crowd at a town car meet, where it usually does. A Jaguar E-Type roadster parked in front of a honey-coloured stone building at a classic car gathering https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-rear-haunch-wire-wheel-17847-1600.jpg The rear haunch and wire wheel, the curves that made the E-Type's reputation. Close-up of the rear haunch, chrome bumper and wire wheel of a deep red Jaguar E-Type https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1970-jaguar-e-type-roadster-series-2-51547406588-1600.jpg An open E-Type roadster. The shape still turns heads everywhere it goes. A cream Jaguar E-Type Series 2 open roadster with open headlamps and chrome wire wheels, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-jaguar-e-type-11632909-1600.jpg A fixed-head coupe on a city street at dusk, the everyday glamour the E-Type brought within reach. A cream Jaguar E-Type fixed-head coupe parked on a cobbled city street at dusk https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-classic-vintage-beige-convertible-car-parked-on-a-quiet-6389581-1600.jpg A roadster on a quiet road. Sixty years on, the E-Type remains the benchmark every beautiful car is measured against. A beige Jaguar E-Type roadster parked on a quiet road, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/jaguar/e-type/series-1/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-1962-15076007646-1600.jpg Covered lamps, slim bumpers, small mouth: the E-Type exactly as Geneva first saw it. A grey 1962 Jaguar E-Type Series 1 fixed-head coupe with UK registration 3101 WK, front three-quarter view showing covered headlamps https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-1965-14438278152-1600.jpg A 4.2 roadster: the all-synchromesh gearbox arrived, the shape stayed sacred. An opalescent blue 1965 Jaguar E-Type Series 1 roadster at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-1967-14453731264-1600.jpg The fixed-head profile: many judge Sayer's coupe roofline the purest line of all. A red 1967 Jaguar E-Type Series 1 fixed-head coupe with UK registration MUF 660F among pre-war cars at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-s1-coupe-indoor-5407570-1600.jpg Museum light suits it: the Series 1 is the E-Type the art world means. A dark Jaguar E-Type Series 1 coupe photographed indoors on a polished wooden floor https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-coupe-1966-15265099694-1600.jpg Later 4.2 coupes are the usable end of the Series 1 market, and the collector map starts here. A pale blue 1966 Jaguar E-Type Series 1 fixed-head coupe on grass at a classic car show, front three-quarter view, UK registration GNB 928D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-coupe-1964-31815351587-1600.jpg The competition ancestry is real, and it is priced into every genuine early car. A dark blue 1964 Jaguar E-Type Series 1 coupe on grass at a classic car show, front three-quarter view, UK registration 576T KO https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-roadster-1965-15556429491-1600.jpg Long bonnet, low screen and a straight six pulling from anywhere: it flatters the driver constantly. A white 1965 Jaguar E-Type Series 1 roadster on grass at a classic car show, front three-quarter view, UK registration HVK 61C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-coupe-1967-43750906534-1600.jpg Monocoque tub, bonnet fit and the front subframe: three checks that decide whether a car is worth pursuing. A red 1967 Jaguar E-Type Series 1 coupe on grass at a classic car show, front three-quarter view, UK registration WVT 788E https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-coupe-1962-29698830640-1600.jpg The Series 1 carries a clear premium over everything that followed, and shows no sign of losing it. A silver-blue 1962 Jaguar E-Type Series 1 coupe on grass at a classic car gathering, front three-quarter view, UK registration 157 URL https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-3-8-fhc-1963-14413183967-1600.jpg The 3.8 came first and remains the connoisseur's choice, gearbox faults and all. A dark grey 1963 Jaguar E-Type Series 1 3.8 fixed-head coupe on grass, front three-quarter view, UK registration 444B E https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-1963-15139202909-1600.jpg Covered headlamps and a slim bumper: the details that later legislation took away. A dark blue 1963 Jaguar E-Type Series 1 coupe parked on grass at a classic car rally, front three-quarter view, UK registration 444B E https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-1-roadster-1962-18133819849-1600.jpg Hood up, the roadster loses none of the proportions; few open cars manage that. A red 1962 Jaguar E-Type Series 1 roadster with the hood raised, rear three-quarter view, UK registration ODD 38 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/e-type/series-2/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-roadster-1970-21999670646-1600.jpg Open lamps, bigger mouth: the Series 2 wears the federal edits and keeps the magic. A dark green 1970 Jaguar E-Type Series 2 roadster with UK registration HNP 806J parked by a waterfront https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-coupe-14938936013-1600.jpg The coupe carries the revisions most gracefully: same roofline, edited details. A maroon Jaguar E-Type Series 2 fixed-head coupe with registration 9463 ZI at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-coupe-1970-44419095762-1600.jpg The informed choice: Series 1 pace, the best six-cylinder running gear, half the money. A dark blue 1970 Jaguar E-Type Series 2 coupe with UK registration BYA 1J at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-1969-10658173974-1600.jpg The tell from behind: Series 2 tail lights sit below the bumper line. The rear of a primrose yellow 1969 Jaguar E-Type Series 2 showing tail lights mounted below the bumper https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-1969-10658376973-1600.jpg Better cooling, better brakes and proper ventilation: the Series 2 is the one to actually use. A primrose 1969 Jaguar E-Type Series 2 2+2 coupe at a classic car show, front three-quarter view, UK registration VYC 666G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-jaguar-e-type-8706106610-38112614-1600.jpg Most Series 2s went abroad when new, and a good many have since come back the other way. A dark Jaguar E-Type Series 2 coupe parked on a street outside a shop, side view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-roadster-1969-22013577992-1600.jpg The same 4.2 six and the same shape, with brakes and cooling that no longer need managing. A red 1969 Jaguar E-Type Series 2 roadster parked by a lake, front three-quarter view, UK registration UWD 855G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-coupe-1969-42358863525-1600.jpg Sills, floors and the bulkhead: a cheap Series 2 with a bad tub is the most expensive car here. A red 1969 Jaguar E-Type Series 2 coupe on grass at a classic car show, front three-quarter view, UK registration ROP 750G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-coupe-1969-42481794802-1600.jpg Half the money of a Series 1 for a car most onlookers cannot tell apart at twenty paces. A red 1969 Jaguar E-Type Series 2 coupe on grass among other classics, front three-quarter view, UK registration RWF 781G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-1970-15838585802-1600.jpg Open headlamps and a wider mouth: US lighting and cooling rules redrew the nose in 1968. A maroon 1970 Jaguar E-Type Series 2 coupe on grass at a classic car show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-2-coupe-1969-45379278805-1600.jpg Around 18,800 Series 2s were built in three years, more than most people assume. A red Jaguar E-Type Series 2 coupe on grass at a classic vehicle show, rear three-quarter view, UK registration ROP 750G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-4-2-bj-1969-2013-05-04-sp-39113765-1600.jpg Series 2s do the touring events, because they are the ones owners are willing to use hard. A green Jaguar E-Type Series 2 coupe being driven on a rally road with a competition number on the door https://creativecommons.org/licenses/by-sa/2.0/de/deed.en https://britishclassiccars.co.uk/jaguar/e-type/series-3/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-roadster-1975-15783647575-1600.jpg The finale's tailoring: cross-slat grille, flared arches and twelve cylinders under that bonnet. A red 1975 Jaguar E-Type Series 3 V12 roadster with UK registration 19 PA, front three-quarter view showing the cross-slat grille and flared arches https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-coupe-1973-43050699641-1600.jpg The long-wheelbase coupe in a period colour: the Series 3 wore the seventies openly. A heather pink 1973 Jaguar E-Type Series 3 coupe with UK registration TWP 483L at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-v12-roadster-1973-44562058384-1600.jpg Four tips, wide track: the V12 announced itself from every angle. The rear view of a black 1973 Jaguar E-Type Series 3 V12 roadster with a luggage rack, showing four exhaust tips https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-coupe-1971-46899445752-1600.jpg An early Series 3: about 15,300 V12 E-Types closed the fourteen-year line. A red 1971 Jaguar E-Type Series 3 coupe with UK registration MCW 172J parked at an outdoor show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-roadster-38890782-1600.jpg Wider track, flared arches and power steering: the Series 3 stopped pretending to be a racing car. A maroon Jaguar E-Type Series 3 V12 roadster on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/bonhams-the-paris-sale-2012-jaguar-e-type-series-iii-v12-roadster-with-factory-hardtop-1972-013-18343629-1600.jpg The final cars went almost straight to collections, and the last fifty were black but for one. A silver Jaguar E-Type Series 3 V12 roadster fitted with the factory hardtop, at an auction preview https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-15716808378-37780557-1600.jpg That badge announced an engine Jaguar would keep building for another twenty-five years. Close-up of the Jaguar E-Type V12 badge on the bonnet of a cream Series 3 https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/jaguar-e-type-v12-bj-1972-2008-07-12-21134440-1600.jpg Effortless rather than urgent: the V12 turns the E-Type into the continent-crosser it always half was. A silver Jaguar E-Type Series 3 V12 coupe parked beside trees, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/de/deed.en https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-roadster-1971-27443759585-1600.jpg Twelve cylinders means twelve of everything: budget for the cooling system before the paint. A dark green 1971 Jaguar E-Type Series 3 roadster on grass at a classic car show, front three-quarter view, UK registration BBD 214K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-series-3-v12-coupe-1972-42358865515-1600.jpg Long the cheapest E-Type, the Series 3 has been quietly promoted by the market over the last decade. A silver 1972 Jaguar E-Type Series 3 V12 coupe on grass at a classic car show, front three-quarter view, UK registration HJD 438K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/110-ans-de-l-automobile-au-grand-palais-jaguar-e-type-series-iii-v12-roadster-1972-003-13251157-1600.jpg The cross-slat grille and the wide arches: from the front there is no mistaking a Series 3. A black Jaguar E-Type Series 3 V12 roadster on indoor display, front three-quarter view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/jaguar-e-type-2013-07-21-14-36-57-27748050-1600.jpg Only the roadster and the 2+2 coupe survived to Series 3; the short-wheelbase coupe did not. A white Jaguar E-Type Series 3 V12 roadster with the hood down parked at an event, front three-quarter view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/jaguar/mk10/ https://britishclassiccars.co.uk/photos/1968-jaguar-420g-saloon-15727198664-1600.jpg A 420G in the sunshine: the renamed Mk X, still the widest saloon Coventry ever built. A white 1968 Jaguar 420G saloon at a classic car show, front three-quarter view with whitewall tyres https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mark-x-1961-32406131804-1600.jpg Period advertising sold the Mark Ten on grace, space and pace; America was the intended audience. A period Jaguar advertisement for the Mark Ten saloon, showing the car in profile with the slogan new grace, new space, new pace https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-x-1962-32647147170-1600.jpg The Mk X's vast tapering tail; the 1966 rename to 420G brought only detail changes. The rear three-quarter of a two-tone light blue 1962 Jaguar Mk X showing its tapering tail https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-jaguar-420-21203344371-1600.jpg The compact 420: an S-Type wearing the big car's face, and the source of endless confusion. A dark blue 1967 Jaguar 420 compact saloon with four headlamps, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk10-3-8-litre-17736126624-1600.jpg Over sixteen feet of Mk10: E-Type engineering stretched to limousine scale. A dark green 1964 Jaguar Mk10 3.8 litre in side profile on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk10-17221752880-1600.jpg Around 25,000 Mk X and 420G cars were built; survivors are far scarcer than Mk2s. The rear of a dark green 1964 Jaguar Mk10 at a showfield, UK registration ABC 757B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mk10-jaguar-3419788398-1600.jpg Two tons, triple carburettors and independent rear suspension: it runs beautifully and drinks accordingly. A maroon Jaguar Mk X saloon parked on tarmac at a classic car event, front three-quarter view, UK registration YHH 85 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sacrilege-34889110974-1600.jpg Long, wide and cheap secondhand: the limousine trade ran Mk Xs into the ground for two decades. A blue Jaguar Mk X saloon parked among vans at a show, rear three-quarter view, UK registration 180 MDV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk10-18824498419-1600.jpg Sills, floors and the rear subframe mountings: a Mk X hides its rot better than most Jaguars. A dark green Jaguar Mk X on grass at a classic car show, side view, UK registration ABC 757B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mk10-jaguar-3421887717-1600.jpg The most car Jaguar ever built, for less than a tidy Mk2 costs: the arithmetic is hard to argue with. A pale blue Jaguar 420G parked on tarmac at a classic car event, front three-quarter view, UK registration VHW 304H https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-1962-63-32469476411-1472.jpg Launched at Earls Court in 1961 as a successor to the Mark IX, and aimed squarely at America. A period Jaguar advertisement introducing the Mark Ten as a completely new Jaguar https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-x-1962-32873551892-1600.jpg Grace, space and pace: the Mark X was the space, and Jaguar never let anyone forget it. A period Jaguar range advertisement headed Grace, Space, Pace, showing the Mark X with other models https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/mk2/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk2-3-8-litre-29764259245-1600.jpg A Mk2 3.8, the fast one. A genuine 125 mph saloon that could see off most sports cars of its day. A dark red Jaguar Mk2 3.8 saloon at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-2-3-4-1962-36147744501-1600.jpg The Mk2's wider rear track exposed the rear wheels, where the earlier car hid them under spats, and cured the handling in the process. A green Jaguar Mk2 saloon with wire wheels, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-2-3-8-1965-34867706424-1600.jpg The Mk2 face, with its fog lamps and slim grille. Disc brakes were standard from launch, ahead of most rivals. Close-up of the chrome grille, headlamps and fog lamps of a cream Jaguar Mk2 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-2-3-4-red-1961-2-4-gold-1963-35165531534-1600.jpg Wood, leather and the leaping cat made the Mk2 the establishment's choice as much as the enthusiast's. Two Jaguar Mk2 saloons, one champagne gold and one red, parked at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk-2-3-4-1963-28527820544-1600.jpg On the track, tuned Mk2s ruled saloon racing at the turn of the 1960s, the Coombs cars chief among them. A green Jaguar Mk2 3.4 saloon, front three-quarter view, at a classic car gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-340-1968-14246434386-1600.jpg The run-out 340 of 1967, with its slimmer bumpers. The 3.8 was dropped and the line ended in 1969. A dark blue Jaguar 340 saloon with slim bumpers and wire wheels, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-mk2-2-4l-1966-15986679655-1600.jpg A 2.4, the entry-level Mk2 and the cheapest way in. Buy on the soundness of the body, not the size of the engine. A blue Jaguar Mk2 2.4 saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-daimler-250-v8-saloon-16348759902-1600.jpg The Daimler V8 250, the same shell with Daimler's smooth 2.5-litre V8 and a fluted grille, and often overlooked. A light blue Daimler 250 V8 saloon with the fluted Daimler grille, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-jaguar-mk2-21576284928-1600.jpg An everyday Mk2 at a summer show, the shape that defined the 1960s Jaguar saloon. A dark green Jaguar Mk2 saloon at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk2-3-4-litre-5857732972-1600.jpg A 3.4 with its bonnet up to show the XK twin-cam six, the engine that gave the Mk2 its pace. A black Jaguar Mk2 3.4 saloon with the bonnet open, showing the XK straight-six engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jaguar-mk2-34233216672-1600.jpg A Mk2 in maroon. The compact saloon suited a sober colour as well as it suited a quick getaway. A maroon Jaguar Mk2 saloon with wire wheels, front three-quarter view, on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1961-jaguar-mk2-6035418493-1600.jpg A Mk2 racing at a historic meeting. The tuned saloons dominated the touring-car grids of the early 1960s before the bigger cars caught up. A red Jaguar Mk2 racing saloon, number 2, in a circuit paddock beside a vintage Austin https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-1962-63-32469476411-1472.jpg A period advertisement. Grace, space, pace sold the Mk2 alongside the Mk X and the E-Type as motoring no other maker could offer. A 1960s Jaguar advertisement headed Grace Space Pace, showing the Mk2, the Mk X and the E-Type https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/ss-100/ https://britishclassiccars.co.uk/photos/1936-ss-jaguar-100-8089748091-1600.jpg An SS Jaguar 100 in historic competition. Short, low and fast, it gave William Lyons' young marque the glamour he wanted. A silver SS Jaguar 100 racing on a circuit, front three-quarter view, race number 100 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-ss-jaguar-tourer-8089760775-1600.jpg An early SS Jaguar. Lyons moved from coachbuilding and the rakish SS1 into handsome cars sold for far less than they looked worth. A maroon SS Jaguar tourer at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1938-ss-jaguar-100-8083399588-1600.jpg The SS 100's minimal two-seat body. In 3.5-litre form it could reach the 100 mph its name promised. A silver SS Jaguar 100 open sports car in profile at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/but-7-1939-ss-jaguar-2-5-litre-saloon-13997516155-1493.jpg An SS Jaguar saloon. Handsome and well-appointed, it undercut its rivals so heavily that buyers struggled to believe the price. A dark green SS Jaguar 2.5-litre saloon of 1939 on grass, front three-quarter view, UK registration BUT 7 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ss-jaguar-2-5-litre-1937-27818357614-1600.jpg These late-1930s cars are early Jaguars in all but the company name, the direct ancestors of the post-war saloons. A grey SS Jaguar 2.5-litre saloon of 1937, rear three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1937-ss-jaguar-100-2-5-litre-52912798138-1600.jpg On a car this rare and valuable, provenance is everything: a genuine SS 100 has the correct chassis, running gear and documented history. A dark SS Jaguar 100 with its bonnet open, showing the six-cylinder engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ss-jaguar-100-1938-53251521312-1021.jpg A genuine SS 100 is a six-figure classic; only around 300 were built before the war. A red SS Jaguar 100 open sports car, rear three-quarter view, UK registration ERB 290 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/chp402-1937-ss-jaguar-100-53155363353-1600.jpg The SS 100 is now among the most prized pre-war British sports cars. A cream SS Jaguar 100 in a museum, side view, UK registration CHP 402 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-ss-jaguar-100-54168212119-1600.jpg The short, purposeful SS 100, the sporting flagship of the SS range. A grey SS Jaguar 100 open sports car at an indoor display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ss-jaguar-3-4-litre-1937-48-18155052783-1600.jpg A larger 3.5-litre saloon. The saloons carried the volume while the SS 100 carried the image. A brown SS Jaguar 3.5-litre saloon, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1938-jaguar-ss-100-6322234439-1600.jpg The SS 100's distinctive face: a louvred bonnet and twin headlamps over a slatted grille. A silver SS Jaguar 100 of 1938, head-on view, UK registration VUF 401 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-ss100-1937-38864561222-1600.jpg Another SS 100, head-on. Only around 300 were built, and the shape has been much copied since. A cream SS Jaguar 100 of 1937 at an indoor show, head-on view, UK registration DYW 161 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/xj/ https://britishclassiccars.co.uk/photos/jaguar-xj6-series-1-1972-15288612581-1600.jpg A Series 1 XJ6: the 1968 shape testers called the best saloon in the world, at any price. A dark green 1972 Jaguar XJ6 Series 1 at a classic car show, front three-quarter view, UK registration BDD 866K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj-series-1-front-quad-headlamps-4514445-975.jpg Quad lamps, low grille, slim chrome: the Series 1 face that retired Jaguar's whole saloon range. Close-up of a Jaguar XJ Series 1 front end showing the quad headlamps and slim chrome bumper https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1975-jaguar-xj6-series-ii-saloon-14140746837-1600.jpg A Series 2 with the raised bumper line: US regulations redrew the XJ's face in 1973. A silver 1975 Jaguar XJ6 Series 2 saloon on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1977-jaguar-xj-coupe-4-2-52859089028-1600.jpg The pillarless XJ-C: three years, one of the prettiest Jaguars ever, and the family's blue chip. A red 1977 Jaguar XJ-C 4.2 coupe parked on cobbles, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1977-jaguar-xj12-8285105974-1600.jpg The Broadspeed XJ12C: Leyland's glorious, doomed tilt at touring-car racing. A white, red and blue Broadspeed Jaguar XJ12 coupe racing car in Leyland livery, number 40, in a race paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1988-jaguar-xj-xj40-10384969524-1600.jpg The XJ40 of 1986: a decade in development, now the affordable door into XJ ownership. A dark blue 1988 Jaguar XJ40 saloon at a classic car show, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1980-daimler-sovereign-24154152738-1600.jpg Same body, fluted grille: the Daimler Sovereign asked for more money and mostly got it. A red 1980 Daimler Sovereign at a classic car show, front three-quarter view, UK registration MA 6677 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj-close-up-of-a-jaguar-car-s-interior-featuring-wood-12808912-868.jpg Walnut, cream leather and the J-gate: the cabin is half of what you are buying. Close-up of a Jaguar XJ interior showing the burl walnut centre console and the J-gate automatic selector https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1973-jaguar-xj6-advertisement-newsweek-april-2-1973-16130610446-1596.jpg Selling the XJ6 abroad in 1973: Jaguar's pitch was that the rivals were merely engineered. A 1973 magazine advertisement for the Jaguar XJ6 showing a silver saloon by a lake, headlined on the difference between the XJ6 and other imported luxury saloons https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1992-jaguar-xj-sovereign-3-2-12856752505-1600.jpg A late Sovereign: the badge Jaguar borrowed from Daimler for its plushest XJs. A grey 1992 Jaguar XJ Sovereign 3.2 parked on a gravel driveway, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-double-six-vanden-plas-17240982756-1512.jpg The Double Six Vanden Plas on its show stand: the top of the ladder, V12 and hand-finished. A period black and white photograph of a Daimler Double Six Vanden Plas on a roped-off motor show stand, with visitors looking on https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-sovereign-4-2-1973-35074615283-1600.jpg Period colours suited these cars better than the sober blacks most survivors wear. A yellow 1973 Daimler Sovereign 4.2 on grass at a classic car show, rear three-quarter view, UK registration NPP 141M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/xj6/ https://britishclassiccars.co.uk/photos/jaguar-xj6-series-1-1972-15288612581-1600.jpg An XJ6 Series 1, the original 1968 shape. Sir William Lyons' last saloon swept away Jaguar's entire range in one move. A dark green Jaguar XJ6 Series 1 saloon with chrome bumpers, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-jaguar-xj6-advertisement-newsweek-april-2-1973-16130610446-1596.jpg A period advertisement. The press judged the XJ6 to have no equal at any price, and Jaguar was happy to agree. A 1973 Jaguar XJ6 magazine advertisement showing a silver Series 1 saloon https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-jaguar-xj6-series-ii-saloon-14140746837-1600.jpg The Series 2 of 1973 raised the front bumper and shrank the grille to meet American rules. It was built through the leanest British Leyland years. A silver Jaguar XJ6 Series 2 saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj6-3-4l-series-2-1977-18133805069-1600.jpg A 3.4-litre Series 2. The XK six came in 2.8, 3.4 and 4.2 forms, with the smooth V12 reserved for the XJ12. A white Jaguar XJ6 3.4 Series 2 saloon on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1977-jaguar-xj6-series-ii-coupe-16006266365-1600.jpg The rare two-door XJ-C coupe of 1975 to 1977, with its pillarless side glass. It is now the most collectable XJ of all. A silver two-door Jaguar XJ6 Series 2 coupe, the pillarless XJ-C, parked on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj6-series-iii-sovereign-4-2-1985-23935471188-1600.jpg The Pininfarina-restyled Series 3, the best-built and most usable XJ6, and the sensible choice for a classic to drive. A dark Jaguar XJ6 Series 3 Sovereign saloon on a cobbled street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-jaguar-xj6-series-i-saloon-16673830442-1600.jpg An early Series 1 in light blue. The chrome-bumper cars command the strongest prices today. A light blue Jaguar XJ6 Series 1 saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-sovereign-4-2-1973-35074615283-1600.jpg A Daimler Sovereign, the XJ6 sold as a Daimler with the fluted grille. This is a chrome-bumper Series 1 car. A gold Daimler Sovereign saloon, the Daimler version of the Jaguar XJ6 Series 1, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/daimler-double-six-5762860043-1600.jpg The Daimler Double-Six, the V12 Daimler, mechanically the same car as the Jaguar XJ12. A black Daimler Double-Six saloon, the V12 Daimler version of the Jaguar XJ12, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-jaguar-xj12-series-1-51548382387-1600.jpg The XJ12, the V12 version, gave the saloon the smoothness and pace of cars costing far more. This is an early Series 1. A gold Jaguar XJ12 Series 1 saloon with chrome bumpers, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1978-jaguar-xj12-coupe-29292149204-1600.jpg The two-door coupe came as a V12 too, the rarest and most powerful XJ-C of all. A red Jaguar XJ12 two-door coupe on grass at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1977-jaguar-xj12-8285105974-1600.jpg A racing XJ-C in British Leyland colours. Leyland ran a team of V12 coupes in the mid-1970s European Touring Car Championship, fast but famously fragile. A Jaguar XJ12 coupe racing car in white, blue and red British Leyland livery, number 40 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj6-series-1-2-8-litre-1971-52381398308-1600.jpg The short-lived 2.8-litre Series 1, the entry engine that never caught on and was quietly dropped. A Jaguar XJ6 Series 1 2.8 saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj6-series-3-1986-u-s-version-24249833646-1527.jpg A late Series 3 in American specification, with the raised rubber-faced bumpers that United States rules demanded. A Jaguar XJ6 Series 3 saloon in United States specification with rubber-faced bumpers https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/xjs/ https://britishclassiccars.co.uk/photos/jaguar-xjs-v12-h-e-1983-23935470188-1600.jpg A Jaguar XJS V12 HE. The long-running grand tourer that followed the E-Type is now a sought-after classic in its own right. A red Jaguar XJS V12 HE coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xjs-6095672847-1600.jpg The XJS coupe. Not a sports car but a long-legged grand tourer, built to cover big distances in comfort. A dark Jaguar XJS fixed-head coupe parked on a wet road, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xjs-4-0l-1995-14267835628-1600.jpg A facelifted car. The 1991 update brought a flush windscreen, a smoother tail and rear side windows that looked larger. A pale green Jaguar XJS 4.0 coupe from 1995, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1994-jaguar-xjs-5-3-v12-12856472523-1600.jpg A 5.3 V12. Smooth and characterful, but thirsty and complex, where the AJ6 six is the cheaper car to run. A dark Jaguar XJS 5.3 V12 coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xjs-v12-convertible-14694795118-1600.jpg The full convertible of 1988, with a proper folding roof, is the most sought-after XJS body style. A maroon Jaguar XJS V12 convertible with lattice alloy wheels, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xjs-trans-am-186633757-1600.jpg A racing XJ-S in American Trans-Am colours. The big coupe raced hard on both sides of the Atlantic. A white and green Jaguar XJS racing car, number 44, on a hill climb https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xjs-front-detail-twin-headlamps-18780882-1600.jpg The XJS face. On any car, rust in the sills, floors and screen scuttle matters far more than a glossy paint job. Front detail of a silver Jaguar XJS showing the twin round headlamps and a lattice alloy wheel https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xjs-convertible-14336585680-1600.jpg A red XJS convertible with the hood up. The open cars are the most sought-after body style today. A red Jaguar XJS convertible with the soft-top raised, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1994-jaguar-xjs-5-3-v12-12856711833-1600.jpg A facelifted 5.3 V12 coupe from 1994, in aubergine. The 1991 update rounded the tail and cleaned up the lines. A dark aubergine Jaguar XJS 5.3 V12 coupe, facelift model, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1991-jaguar-xjs-4-litre-11255521836-1600.jpg A 4.0-litre six-cylinder coupe, the cheaper XJS to run. The boot badge shows the dropped hyphen of the facelift cars. A grey Jaguar XJS 4.0 coupe, rear view showing the Jaguar and XJS badges https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xjs-coupe-green-profile-29028488-1600.jpg A coupe in British racing green. Time has been kind to a shape that puzzled buyers in 1975. A dark green Jaguar XJS coupe in side profile, parked by a brick building https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1977-jaguar-xj-s-2-32922576257-1600.jpg An early pre-HE car from 1977. The launch V12 was thirsty, and the HE economy update of 1981 was what the car needed. A copper-brown Jaguar XJ-S pre-HE coupe from 1977, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-jaguar-xj-sc-8978864085-1600.jpg The XJ-SC cabriolet of 1983 to 1988, a part-open car with removable roof panels, came before the full convertible of 1988. A black Jaguar XJ-SC cabriolet with the roof open, side view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/jaguar/xk120/ https://britishclassiccars.co.uk/photos/jaguar-xk120-roadster-1952-52190775056-1600.jpg An XK120 roadster. The 120 in the name promised 120 mph, and at launch nothing else you could buy went faster. A dark green Jaguar XK120 open roadster on grass, front three-quarter view, UK registration 636 XUL https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-roadster-1952-52179874464-1600.jpg The XK120's flowing shape stopped the 1948 London show and turned a planned short run into a six-year production car. A pale blue Jaguar XK120 open roadster, front three-quarter view at a classic car show, UK registration MXS 130 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-1952-53673070923-1600.jpg An XK120 roadster. In period these cars set speed records, including the Jabbeke runs, that more than backed up the name. A dark blue Jaguar XK120 open roadster with red interior, front three-quarter view on a seafront, UK registration VXS 459 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-front-grille-headlamps-21801872-975.jpg The slim chrome grille and faired headlamps. The first cars wore aluminium panels over an ash frame before steel took over in 1950. Close-up of a white Jaguar XK120 front showing the slim chrome grille and faired headlamps https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk120-fixed-head-coupe-profile-24394892-1600.jpg The fixed-head coupe of 1951, with its flowing fastback roof, joined the original open roadster. A red Jaguar XK120 fixed-head coupe in profile with red-painted wire wheels https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk120-1950-54149529192-1600.jpg The sweeping rear wings and wire wheels. XK120s won rallies, raced at Le Mans and ran for seven days flat at Montlhery. A pale green Jaguar XK120 drophead coupe seen from the rear three-quarter, hood up, UK registration NWA 499 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-cockpit-rear-wing-21801871-975.jpg Inside an XK120, with its red interior and aero screen. Originality and matching numbers count for a lot on these early cars. The cockpit and rear wing of a white Jaguar XK120 roadster with a red interior https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk120-green-wire-wheel-rear-wing-14371745-14371745-976.jpg The wire wheel and rear wing of a coupe. The doors, bonnet and boot lid stayed aluminium even on the steel cars. The wire wheel and rear wing of a green Jaguar XK120 fixed-head coupe https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk120-drophead-1953-33883442263-1600.jpg The drophead coupe of 1953, the most civilised XK120 with a proper folding hood, joined the roadster and the fixed-head. A green Jaguar XK120 drophead coupe with the hood down, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk120-roadster-1949-50-13544098185-1600.jpg An early XK120 roadster from 1949 to 1950. The very first cars wore hand-built aluminium bodywork before steel took over. A white Jaguar XK120 roadster from 1949 to 1950 displayed in a museum, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk-120-coupe-1953-16110784892-1600.jpg A fixed-head coupe in pale blue. The closed cars are rarer than the roadsters and quietly undervalued. A pale blue Jaguar XK120 fixed-head coupe with wire wheels at a show, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/tour-auto-2013-optic-2ooo-jaguar-xk-120-9142895754-1600.jpg An XK120 coupe on a modern historic rally. These cars still earn their keep in competition seventy years on. A bronze Jaguar XK120 fixed-head coupe, number 20, on a forest road during a historic rally https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1952-jaguar-xk-120-by-ghia-aigle-of-switzerland-16333538410-1600.jpg A one-off XK120 rebodied by the Swiss coachbuilder Ghia Aigle, a reminder that the chassis drew the Continental carrozzerie too. A red Jaguar XK120 with unique coachbuilt bodywork by Ghia Aigle of Switzerland, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-jaguar-xk-120-ots-15206481951-1600.jpg A racing XK120 roadster in the paddock. From the very start these cars rallied and raced as readily as they cruised. A silver Jaguar XK120 racing roadster, number 77, in a race paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/xk140/ https://britishclassiccars.co.uk/photos/1956-jaguar-xk140-dhc-silver-fvl-4610793970-1600.jpg An XK140 drophead: the XK120's beauty with the flaws engineered away. A silver 1956 Jaguar XK140 drophead coupe with its hood down on a showfield, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk-140-roadster-1955-5463524596-1024.jpg Rack-and-pinion steering and three inches more cabin: invisible changes, transformed car. A pale blue 1955 Jaguar XK140 roadster displayed in a museum hall https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk140-2308420295-1600.jpg The fixed head coupe, the value entry and arguably the prettiest closed XK of all. A white Jaguar XK140 fixed head coupe under a canopy, front view, UK registration EEN 104 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk140-red-open-bonnet-engine-14666463-14666463-867.jpg The XK six under an SE bonnet; the C-type head is worth verifying before paying its premium. A red Jaguar XK140 with its bonnet open showing the XK twin-cam engine https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk-140-roadster-4191428051-1600.jpg Structure first: at six-figure restoration costs, a sound XK is worth almost any premium. A cream Jaguar XK140 roadster with its bonnet raised at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk140-grille-badge-16210135-867.jpg The one-piece cast grille that distinguishes the 140 from the 120's delicate slats. Close-up of the grille badge of a Jaguar XK140 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk-140-3771995031-1600.jpg Rack and pinion steering and a moved-forward engine: it steers where the XK120 wandered. A cream Jaguar XK140 photographed head-on at a classic car event, UK registration 294 UXF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-jaguar-xk140-6796201390-1600.jpg Cheaper than a 120, cheaper than a 150, and better to drive than either: the middle child's case. A red 1956 Jaguar XK140 roadster on grass at a classic car show with spectators around it, UK registration TSL 943 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk140-detail-2309229656-1374.jpg Jaguar put its Le Mans record on the bonnet, because in 1954 it was the whole sales pitch. Close-up of a Jaguar bonnet badge commemorating the marque's Le Mans wins https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk140-2309232538-1600.jpg The fixed-head gained proper headroom and a usable boot, which the 120 coupe never had. A white Jaguar XK140 fixed-head coupe parked on tarmac, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk-140-2549947671-1600.jpg Around 8,900 XK140s were built, split fairly evenly across the three body styles. A dark green Jaguar XK140 fixed-head coupe on grass at a Jaguar event, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk-140-fhc-1956-7497966580-1600.jpg Spats over the rear wheels and a long tail: the shape still owes everything to 1948. A cream 1956 Jaguar XK140 fixed-head coupe indoors, rear three-quarter view, UK registration FCJ 082 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jaguar/xk150/ https://britishclassiccars.co.uk/photos/1958-jaguar-xk150-7873335950-1600.jpg The XK150: the last XK, and the one you can genuinely use. A cream 1958 Jaguar XK150 with its hood down on grass at a show, front three-quarter view https://creativecommons.org/publicdomain/zero/1.0/ https://britishclassiccars.co.uk/photos/1961-xk150-3660339286-1024.jpg The one-piece wraparound windscreen and higher waistline mark the 150 against its elders. A British Racing Green 1961 Jaguar XK150 fixed head coupe, front three-quarter view, UK registration OSU 959 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk150-2308357073-1600.jpg Le Mans-proven Dunlop discs on all four wheels made the 150 the XK you could drive hardest. A red Jaguar XK150 in rally trim with competition number, front view, UK registration WOG 1 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-jaguar-xk150-8149007274-1600.jpg A late 150; the 265 bhp 3.8 S versions preview the E-Type two years early. A dark green 1960 Jaguar XK150 fixed head coupe on a showfield, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk150-white-drophead-union-jack-show-5213534-1600.jpg More grand tourer than sports car, and all the better for it on real journeys. A white Jaguar XK150 drophead at a summer show, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-xk150-fhc-6956240084-1600.jpg Every S badge is a claim to be proven; the heritage record is the buyer's first stop. A grey Jaguar XK150 fixed head coupe parked among modern cars, front three-quarter view, UK registration 882 GKJ https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk-150-1957-61-6799132301-1600.jpg Wider, taller and better equipped than the 120 or 140: the 150 is the XK to cover distance in. A maroon Jaguar XK150 fixed-head coupe with whitewall tyres and wire wheels on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-1957-2549081730-1600.jpg Discs on all four corners, advertised as the headline feature, because in 1957 that is what it was. A period Jaguar sales brochure spread headed Brilliant new XK150 disc brake Jaguars https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-jaguar-xk150-5732987849-1600.jpg The roadster came last of the three body styles and is now the one the market chases hardest. A grey-green Jaguar XK150 roadster on gravel at a classic car event, front three-quarter view, UK registration 44 JHY https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xk150-8148872299-1600.jpg Around 9,400 XK150s were built before the E-Type made the whole shape look Edwardian overnight. A dark green Jaguar XK150 roadster on grass at a classic car show with the hood down, UK registration LSK 384 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1958-jaguar-xk-150-3-8-coupe-by-bertone-8089759073-1600.jpg Bertone rebodied one XK150 in 1958, and the result looks nothing like anything from Coventry. A red 1958 Jaguar XK150 3.8 coupe rebodied by Bertone, on indoor display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-logo-2146675859-1280.jpg The leaper on the bonnet: an option on the XK150, and one most buyers took. Close-up of the chromed leaping Jaguar mascot on the bonnet of a white car https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/jensen/ https://britishclassiccars.co.uk/photos/jensen-interceptor-on-the-road-11605430-1600.jpg The Jensen Interceptor, the glass-tailed grand tourer that defines the marque. A green Jensen Interceptor seen in profile https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jensen-c-v8-1964-48857924391-1600.jpg The fibreglass-bodied CV8, the fast, divisive four-seater that opened the marque's V8 era. A light blue Jensen CV8 on grass at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-iii-2660991685-1600.jpg The Interceptor brought Italian steel styling and a Chrysler V8; the FF added four-wheel drive beneath the same body. A dark red Jensen Interceptor III at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-healey-1973-20011554174-1600.jpg The Jensen-Healey, the affordable roadster that became the best-selling Jensen of all. A red Jensen-Healey roadster with the top down at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-33549757994-1600.jpg On every steel-bodied Jensen a sound shell matters far more than a low mileage. A gold Jensen Interceptor at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-27795485288-1600.jpg The four-wheel-drive FF, the rarest and most historic Jensen. A dark blue Jensen FF, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-1965-51186255300-1600.jpg A CV8. Only around 500 were built. A silver Jensen CV8 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-healey-1972-54495989873-1600.jpg An early Jensen-Healey, the marque's volume car. A red Jensen-Healey roadster at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-iii-convertible-1975-33394553288-1600.jpg An Interceptor convertible, introduced in 1974 and among the most valuable versions. A dark blue Jensen Interceptor convertible at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-51977015390-1600.jpg The four-wheel-drive FF in a bolder colour, the rarest of the V8 cars. An orange Jensen FF under show lighting, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-cv8-mk-iii-1965-36043271191-1600.jpg A CV8 Mk III, the final version of the fibreglass car that started the V8 line. A dark green Jensen CV8 Mk III on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-gt-1975-76-jensen-healey-33445770760-1600.jpg The Jensen GT, the fixed-roof estate version of the Jensen-Healey. A blue Jensen GT shooting-brake beside a yellow Jensen-Healey roadster at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jensen/cv8/ https://britishclassiccars.co.uk/photos/ddx-227c-1965-jensen-cv8-mk-iii-52016585915-1600.jpg A Jensen CV8. The slanted four-headlamp face split opinion when new and still does. A blue Jensen CV8 Mk III on grass at a show, front three-quarter view, UK registration DDX 227C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1963-jensen-c-v8-mark-1-53427201695-1600.jpg The CV8's steeply slanted nose, made possible by the freedom of a fibreglass body. A red Jensen CV8 Mark 1 at an indoor display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-1964-51547649112-1600.jpg Under the bonnet, a big Chrysler V8: lazy, torquey and cheap to keep, in a relatively light fibreglass car. A dark blue Jensen CV8 with its bonnet open, showing the Chrysler V8 engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-cv8-mk-iii-1965-36043271191-1600.jpg A Mk III, the final version, with equal-height headlamps in the slanted panel and four-wheel disc brakes. A dark green Jensen CV8 Mk III on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-cv8-mk-iii-1965-36134883846-1600.jpg The fastback tail pointed the way to the Interceptor that replaced the CV8 in 1966. A dark green Jensen CV8 Mk III seen from the side and rear https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-mark-iii-1966-45783752632-1600.jpg Muscular, quick and a little raw, the CV8 rewards owners who like its strong character. A dark Jensen CV8 Mk III at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-mark-iii-1966-31962204158-1600.jpg Rarity and performance, not the styling, set CV8 values; only around 500 were built. The rear of a dark Jensen CV8 Mk III on grass, UK registration LAX 69D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-jensen-cv8-mk-ii-coupe-54275752601-1600.jpg A Mk II, which brought the larger 6.3-litre engine. A blue Jensen CV8 Mk II coupe at an indoor display, front three-quarter view https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/jensen-cv8-2309887005-1600.jpg The slanted four-headlamp nose is unmistakable. A blue Jensen CV8 in a showroom, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-1964-48857569548-1600.jpg A 1964 car. Fibreglass does not rust, though the steel chassis beneath still needs checking. A silver Jensen CV8 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-mark-iii-1966-31962205698-1600.jpg The long fastback roofline is the CV8's most graceful angle. A dark Jensen CV8 Mk III seen from the side and rear on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-c-v8-1965-53124575474-1600.jpg A rare survivor: the CV8 is considerably scarcer than the Interceptor that followed. The rear three-quarter of a silver Jensen CV8 at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jensen/ff/ https://britishclassiccars.co.uk/photos/jensen-ff-mk-ii-1970-32309330728-1600.jpg A Jensen FF. Twin air vents on the front wing, against the Interceptor's single vent, mark it out. A sage green Jensen FF Mk II on grass at a show, front three-quarter view, UK registration CDS 197H https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-27795488438-1600.jpg The FF sent its Chrysler V8's power to all four wheels through the Ferguson Formula system, years ahead of the industry. A dark blue Jensen FF at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-27795484758-1600.jpg Behind the familiar Interceptor cabin sat four-wheel drive and aircraft-derived Dunlop Maxaret anti-lock brakes. The dashboard and steering wheel of a Jensen FF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-40773429615-1600.jpg The giveaway is at the front wing: the FF wears two air vents where the Interceptor wears one, and it sits on a longer wheelbase. A dark blue Jensen FF seen from the side and rear, showing the front wing vents https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-series-2-2308376223-1600.jpg Only around 320 FFs were built: it cost far more than the Interceptor and could not readily be made left-hand drive. A grey Jensen FF Series 2 under cover at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-coupe-1971-33394558118-1600.jpg Live with an FF and most of it is Interceptor, with the added security of four driven wheels. A yellow Jensen FF at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-mk-ii-1970-32309331848-1600.jpg Rarity and history put the FF above the Interceptor in value, with genuine, documented cars commanding the premium. A sage green Jensen FF Mk II seen from the rear three-quarter on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-26796441387-1600.jpg The FF badge. Few cars wear a name with as much engineering behind it. Close-up of the Jensen FF badge on the rear of a dark blue car https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-51977015390-1600.jpg An FF in a bolder colour. An orange Jensen FF under show lighting, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-series-2-2309318330-1600.jpg In profile the FF shares the Interceptor's glass-tailed fastback shape. A grey Jensen FF Series 2 in profile https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-41624075012-1600.jpg The wraparound glass tailgate, shared with the Interceptor. The rear of a dark blue Jensen FF, showing the wraparound glass tailgate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-ff-1968-27795485288-1600.jpg A Series 1 FF of 1968. The earliest cars are the rarest of an already rare model. A dark blue Jensen FF of 1968, head-on view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jensen/interceptor/ https://britishclassiccars.co.uk/photos/sge990g-jensen-interceptor-31844286518-1600.jpg A Jensen Interceptor. The Italian-styled steel body and imposing four-headlamp face defined the marque for a decade. A red Jensen Interceptor at an indoor display, front three-quarter view, UK registration SGE 990G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-1969-32626801010-1600.jpg The signature wraparound glass tailgate, the detail that sets the Interceptor apart from anything else of its era. A maroon Jensen Interceptor seen from the rear three-quarter, showing the wraparound glass tailgate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-10997953545-1600.jpg The long bonnet covers a big Chrysler V8, bought in from America for its lazy torque and durability. A silver Jensen Interceptor with a long bonnet, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-iii-convertible-1975-33394553288-1600.jpg An Interceptor convertible. Introduced in 1974, it is among the most sought-after and valuable versions. A dark blue Jensen Interceptor convertible at a show, front three-quarter view, UK registration 19 BDM https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-iii-1973-28695281268-1600.jpg Relaxed, torquey and imposing, the Interceptor is happiest covering ground, and a good specialist network keeps the cars usable. A dark red Jensen Interceptor III on grass at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-jensen-interceptor-32836950017-1600.jpg Rust in the steel body is the first thing to check; a sound shell matters far more than a low mileage on a hand-built car. A gold Jensen Interceptor at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-line-up-33445765070-1600.jpg A gathering of Interceptors. The model is the most recognised Jensen and the anchor of the marque's values. A line-up of several Jensen Interceptors at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-jensen-interceptor-9338482658-1600.jpg A 1972 Interceptor. The fastback shape changed little across the production run. A red Jensen Interceptor parked on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-4663906872-1023.jpg Bold colours suit the Interceptor's confident lines. A yellow Jensen Interceptor at a show, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-on-the-road-11605430-1600.jpg In profile the long bonnet and the glass-tailed fastback read as one flowing line. A green Jensen Interceptor seen in profile https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jensen-interceptor-14689360686-1600.jpg A well-kept Interceptor. Originality and history drive values as much as condition. A gold Jensen Interceptor on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-mark-iii-9673075938-1600.jpg The Mk III is the most numerous Interceptor, with the larger 7.2-litre engine. A dark red Jensen Interceptor Mark III, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-mk-3-1974-29506768355-1600.jpg Late cars gained better seats and alloy wheels as the model matured. A dark blue Jensen Interceptor Mk III at a show with onlookers https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-interceptor-iii-aldham-old-tyme-rally-2014-14226889300-1600.jpg An Interceptor out at a classic rally, where these cars are still used as intended. A red Jensen Interceptor III at a classic rally https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/jensen/jensen-healey/ https://britishclassiccars.co.uk/photos/hov754l-jensen-healey-53879938336-1600.jpg A Jensen-Healey. Simple, light and affordable, it was Jensen's bid for the volume the grand tourers could never reach. A red Jensen-Healey roadster with the top down at a show, front three-quarter view, UK registration HOV 754L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-jensen-healey-5967273559-1600.jpg The car carried the respected Healey name, revived for a new roadster after the Austin-Healey 3000 ended. A dark blue Jensen-Healey roadster at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-jensen-healey-2-0-52977773857-1600.jpg The 2.0-litre Lotus 907 was advanced for 1972, but new and underdeveloped, which gave the early cars their poor reputation. A red Jensen-Healey 2.0 on a cobbled street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-gt-1975-76-jensen-healey-33445770760-1600.jpg The Jensen GT (left), the fixed-roof shooting-brake version, beside an open Jensen-Healey roadster. A blue Jensen GT shooting-brake beside a yellow Jensen-Healey roadster at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-jensen-healey-52059274209-1600.jpg Open, brisk and light, a sorted Jensen-Healey makes a genuinely usable classic sports car. An orange Jensen-Healey roadster with the top down, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hxg440l-jensen-healey-53052478606-1600.jpg Check the body for rust and look for evidence the Lotus engine's known faults have been put right. A dark Jensen-Healey roadster on grass at a show, front three-quarter view, UK registration HXG 440L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-jensen-healey-16241437054-1600.jpg The best-selling Jensen, and the most affordable way into the marque today. A yellow Jensen-Healey roadster seen from the rear three-quarter on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-jensen-healey-8083406392-1600.jpg A 1974 car. The later Mk2 cars were much improved over the troubled early ones. A yellow Jensen-Healey at a show in front of a Jensen banner, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-healey-1973-46226896124-1600.jpg A hardtop turned the roadster into a snug coupe for winter use. A grey Jensen-Healey with a hardtop fitted, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-healey-1973-33860005771-1600.jpg Light and quick, the Jensen-Healey out on the road. A red Jensen-Healey roadster on a road, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jensen-healey-3667497578-1600.jpg A well-kept roadster. Engine history matters as much as bodywork on these cars. A red Jensen-Healey roadster at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-jensen-healey-rear-5967827330-1600.jpg The neat tail of the roadster, hood stowed away. The rear of a dark blue Jensen-Healey roadster, hood folded down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/kit-cars/ https://britishclassiccars.co.uk/photos/1971-gilbern-invader-mki-54514749908-1600.jpg A Gilbern Invader, one of Britain's more ambitious kit cars. From budget Seven-style roadsters to glass-fibre grand tourers like this, Britain built more kit and component cars than any country in the world. A red Gilbern Invader, a British glass-fibre kit-built grand tourer, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ginetta-g15-1971-53854632572-1600.jpg Cheap donor mechanicals were the whole basis of the trade: this Ginetta runs on Hillman Imp parts. A red Ginetta G15 with its rear engine cover raised, showing the Hillman Imp engine mounted behind the axle https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-gilbern-invader-convertible-53946663376-1600.jpg Gilbern built the only cars ever mass-produced in Wales, and sold most of them in component form. A red 1972 Gilbern Invader convertible on grass at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/gbsrobinhoodzero-3902369-1600.jpg This is what a buyer actually gets: a frame, a body and a list of donor parts to find. A yellow GBS Robin Hood Zero on a show stand with bare tubular spaceframe chassis displayed behind it https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1965-mini-marcos-gt-31181734393-1600.jpg A Mini Marcos was the only British car to finish Le Mans in 1966, which is why the badge still carries weight. A white Mini Marcos GT in Union Jack racing livery carrying number 75, in a circuit paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/clan-clover-rv-13399342-1600.jpg The Clan Clover: Alfasud power, Northern Irish build, and only about two dozen made. A red Clan Clover on grass at a classic car show, rear three-quarter view, Northern Ireland registration SZZ 8888 https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/land-rover/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-30120272-1600.jpg Classic Land Rovers together. From the Series cars to the Defender and the Range Rover, the marque kept much the same honest formula for decades. A group of classic Land Rover Series vehicles parked together https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-station-wagon-green-36590522-1600.jpg A Land Rover Series station wagon. The aluminium-bodied utility vehicle, built at Solihull from 1948, became a British institution. A green Land Rover Series station wagon parked under trees https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-30053793-1600.jpg Classic Land Rovers gathered together. The Series cars, the Defender and the Range Rover Classic are the models worth knowing. Several classic Land Rover Series vehicles arranged together https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-13656577-1600.jpg A Land Rover Defender. Through changes of ownership from Rover to British Leyland, BMW, Ford and Tata, Solihull kept building much the same vehicle. A green and white Land Rover Defender parked kerbside https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-wagons-snow-lake-20426544-1600.jpg Land Rover Series wagons in the snow. The cars are collected because they are so usable and so fixable, and they go almost anywhere. Two classic Land Rover Series station wagons in snow beside a frozen lake https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/range-rover-classic-two-door-cotswold-27847542-1600.jpg A Range Rover Classic, the luxury strand of the Land Rover story, on a Cotswold high street. A Range Rover Classic parked on a Cotswold stone high street https://www.pexels.com/license/ https://britishclassiccars.co.uk/land-rover/defender/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-33881207-1600.jpg A green Land Rover Defender 110 in open country. Built recognisably the same for over thirty years, the Defender is, for much of the world, simply what a Land Rover should look like. A green Land Rover Defender 110 parked on open scrubland under a blue sky https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-32472672-1600.jpg A short-wheelbase Defender 90 on a cobbled street. The 90 joined the original One Ten in 1984, but the Defender name itself was not adopted until 1990. A silver short-wheelbase Land Rover Defender 90 on a cobbled street with a UK number plate https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-9023626-1600.jpg A Defender working off-road. The long-travel coil-spring suspension it inherited from the Range Rover gave far more wheel travel than the leaf-sprung Series, transforming both ride and ability. A Land Rover Defender splashing through a muddy forest track https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-31662061-1600.jpg A long-wheelbase Defender 110, the family and working version with room for seven or more. The 90, 110 and 130 badges are roughly the wheelbase in inches. A dark long-wheelbase Land Rover Defender 110 parked by trees in the countryside https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-5463091-1600.jpg A Defender 110 fitted with the Td5 engine. The Tdi and Td5 diesels are the engines most buyers seek, the simple 300Tdi above all. A white Land Rover Defender 110 Td5 parked on a city street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-270112-1600.jpg A Defender at work with sheep. Slow and basic on the road, it comes into its own as a working tool, which is exactly its appeal. A Land Rover Defender moving a flock of sheep along a rural track https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-headlamp-detail-12548557-1600.jpg The Defender's round headlamps and grille. When buying, look past the cosmetics to the steel chassis and bulkhead, where corrosion is the costly enemy. Close-up of the round headlamps and grille of a black Land Rover Defender https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-a-grey-land-rover-defender-parked-outdoors-during-a-30028085-1600.jpg A Defender 90 in morning mist. Values rose sharply after production ended in 2016, with condition and chassis history setting the price. A grey Land Rover Defender 90 parked in fog https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-28768143-1600.jpg A Camel Trophy Defender in deep mud. The competition and expedition heritage is a big part of the community that supports the car. A sand-coloured Camel Trophy Land Rover Defender 110 wading through deep mud https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-11689745-1600.jpg A Defender in a snowy clearing. Permanent four-wheel drive makes it as capable in snow as in mud. A Land Rover Defender parked in a snowy forest clearing https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-30483131-1600.jpg A Defender hard top on an empty beach. Station wagon, pick-up, hard top and crew cab all sat on the same chassis. A black-and-white photograph of a Land Rover Defender hard top on a wide empty beach https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-754595-1600.jpg A Defender 90 on a track through a flower field. The short-wheelbase 90 is the nimble, lighter car, the choice for green-laning. A dark Land Rover Defender 90 on a track through a field of flowers https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-5780322-1600.jpg A Defender at rest in open countryside. Bought well and kept on top of, it is among the most usable and characterful of all classics. A Land Rover Defender parked in open countryside beside a large tree https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-off-road-wheel-detail-9155309-1600.jpg Inside a Defender. The cabin was never built for comfort, but its honesty and simplicity are exactly why owners love it. The interior of a Land Rover Defender, showing the steering wheel and dashboard https://www.pexels.com/license/ https://britishclassiccars.co.uk/land-rover/discovery-1/ https://britishclassiccars.co.uk/photos/land-rover-discovery-green-off-road-11876634-11876634-1600.jpg A Discovery 1 in its element: Range Rover ability, family-estate purpose. A green Land Rover Discovery 1 on an off-road track among trees https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-discovery-tdi-moorland-16735634-16735634-1600.jpg The stepped roof and alpine lights: practical theatre that became the family's signature. A Land Rover Discovery Tdi parked on open moorland https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-discovery-tdi-1992-51038771452-1600.jpg A worked three-door 200Tdi: the engine that made the Discovery's name, still pulling. A blue 1992 three-door Land Rover Discovery Tdi with off-road tyres and a snorkel outside a garage workshop https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-discovery-series-i-classic-days-2022-dsc-0073-122322840-1600.jpg Roof rack, mud tyres, sand ladders: the expedition look sold family Discoveries for a decade. A white and orange expedition-liveried Land Rover Discovery 1 with roof rack and off-road tyres on a show field https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/tonka-discovery-1994-51741655526-1600.jpg The 1994 Tonka: Land Rover borrowed a toy brand and sold the childhood, not the spec. A pale green 1994 Land Rover Discovery Tonka special edition with roof rack and chunky tyres in a seaside car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1994-land-rover-discovery-v8i-2-156626642-1600.jpg Faded paint and a thirsty V8: ordinary Discoveries wear their working lives openly. A maroon 1994 Land Rover Discovery V8i with sun-faded paint parked on grass under trees https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1990-land-rover-discovery-from-the-uk-46954540992-1600.jpg An unrestored early car: structure and boot floor decide every Discovery purchase. An early 1990 Land Rover Discovery parked under trees, rear three-quarter view with spare wheel on the tailgate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-discovery-2-5d-1993-51346717624-1600.jpg Good three-doors and early Tdis have quietly stopped depreciating; tired ones have not. A blue 1993 Land Rover Discovery parked above a coastal bay, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/an-unusual-discovery-52587317980-1600.jpg A home-built pickup conversion: cheap Discoveries spent the 2010s becoming other things. A pale green Land Rover Discovery 1 converted into a flat-bed pickup, parked in a street car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-discovery-53346819604-1600.jpg Conifer green over a grey lower body: the colour combination that dates a Discovery instantly. A dark green Land Rover Discovery 1 parked on grass at a vehicle gathering, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1996-land-rover-discovery-2-5-tdi-46315194342-1600.jpg A Dutch-market Commercial: windowless, seatless and taxed as a van, the export trade's favourite trick. A green Land Rover Discovery Commercial van in Dutch supermarket delivery livery, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1998-land-rover-discovery-2-5-tdi-51539340230-1600.jpg A last-of-the-line 1998 car: by then the Discovery had outsold the Range Rover that spawned it. A blue 1998 Land Rover Discovery 300Tdi parked on a street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/land-rover/parts/ https://britishclassiccars.co.uk/photos/close-up-of-a-vintage-land-rover-tail-light-with-a-retro-30871006-1040.jpg The rear lamp and badge on a weathered Land Rover. Few classics are as fixable, which is a large part of why so many survive. Close-up of the round tail lamp and badge on a weathered aluminium Land Rover panel https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-rear-badge-blue-18002850-1600.jpg The cast LAND ROVER ENGLAND badge on an aluminium rear panel. The bolt-on alloy panels and simple body-on-frame make these vehicles unusually easy to restore. The cast LAND ROVER ENGLAND badge on the aluminium rear panel of a Series https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-5759009-1600.jpg A stripped Land Rover shell awaiting restoration. The steel chassis and bulkhead are the big job; complete galvanised replacements are readily available. A stripped, rusting Land Rover Series shell awaiting restoration https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-1693743-1600.jpg The rear of an original Land Rover Series. Parts supply across the Series, Defender and Range Rover Classic is among the best of any classic vehicle. The rear of a Land Rover Series with a UK number plate and badge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-6156525-1600.jpg A Land Rover body awaiting rescue. Because parts supply is so strong, even a rough car can be saved, though structural rust repair is where the cost lies. A weathered Land Rover Series body awaiting restoration https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-olive-with-bull-bar-in-field-4997893-1600.jpg A working Land Rover Series. The simpler classics are cheaper to own than their rugged image suggests, with modest fuel economy the main running cost. An olive-green Land Rover Series with a bull bar parked in a field https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-29977305-1600.jpg A gathering of classic Land Rovers. The marque has one of the deepest club and community networks of any vehicle. A gathering of classic Land Rover Series vehicles in a field https://www.pexels.com/license/ https://britishclassiccars.co.uk/land-rover/range-rover-classic/ https://britishclassiccars.co.uk/photos/range-rover-classic-two-door-yellow-2085403-2085403-1600.jpg An early two-door Range Rover Classic. The original shape of 1970 is now the collector's favourite and the most valuable version of the car. A gold two-door Range Rover Classic in clean side profile at sunset https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-range-rover-1979-4911138431-1024.jpg A two-door Range Rover of the 1970s. The early cars were practical rather than plush, conceived as a comfortable, road-capable companion to the working Land Rover. A gold two-door Range Rover Classic parked on an urban street https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1976-land-rover-range-rover-brooklands-12681691035-1600.jpg A four-door Range Rover Classic, here in the mid-1990s Brooklands trim of the model's final years. The factory four-door arrived in 1981 and quickly became the mainstream choice over the original two-door. A dark green four-door Range Rover Classic in mid-1990s Brooklands trim, parked kerbside https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1985-land-rover-range-rover-3-5-v8-15030909808-1600.jpg A 3.5 V8 Range Rover Classic. The aluminium Rover V8, originally a Buick design, powered the car for most of its life, later growing to 3.9 and 4.2 litres. A dark Range Rover Classic four-door with the 3.5 V8 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1994-land-rover-range-rover-3-9i-v8-vogue-16292616514-1600.jpg A late 3.9 V8 Vogue. The Vogue began as a special edition in 1981 and became the luxurious top of the range, marking the car's move upmarket. A dark green Range Rover Classic 3.9 V8 Vogue https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/range-rover-classic-two-door-cotswold-27847542-1600.jpg A Range Rover Classic on a Cotswold high street. Relaxed, commanding and genuinely capable, a good one is among the most usable classic 4x4s of all. A Range Rover Classic parked on a Cotswold stone high street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-range-rover-vogue-1989-10546588435-1600.jpg A weathered Range Rover Classic. Buy on body condition first: the aluminium panels hide a steel structure that rots, and a sound shell matters more than anything. A weathered green Range Rover Classic parked on a street https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1974-range-rover-classic-4x4-wagon-53860405480-1600.jpg An early two-door Range Rover Classic. The earliest 'Suffix A' two-doors are the most sought-after and out-value the later four-doors. A gold early two-door Range Rover Classic https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/land-rover-range-rover-classic-land-rover-range-rover-classic-classic-british-33510561-867.jpg A four-door Range Rover Classic. A deep specialist and club network keeps these cars on the road, though some luxury trim is harder to find. A silver four-door Range Rover Classic parked under a tree https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/range-rover-classic-interior-window-31936533-859.jpg Inside a Range Rover Classic. The plush wood-and-leather cabins came later; the first cars had vinyl seats and a dashboard you could hose out. The interior of a Range Rover Classic seen through the side window https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/range-rover-velar-1970-30983702576-1600.jpg Velar: the invented marque Rover badged its pre-production cars with, to test them in public unnoticed. A green pre-production Range Rover badged VELAR on indoor display, front three-quarter view, UK registration YVB 154H https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/range-rover-velar-1970-30983706496-1600.jpg VELAR across the tailgate: twenty-eight development cars wore it before the real name appeared in 1970. The rear of a white pre-production Range Rover showing the VELAR lettering on the tailgate, UK registration YVB 165H https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/land-rover/series-1/ https://britishclassiccars.co.uk/photos/land-rover-series-vintage-land-rover-series-vehicle-parked-outdoors-showcasing-classic-12607187-1600.jpg A Land Rover Series I at a show. The spartan, aluminium-bodied original of 1948 that started the whole line. A blue Land Rover Series I at a classic vehicle show https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1949-land-rover-5563669671-1600.jpg An early Series I. Launched in 1948 as a stop-gap farm vehicle, it was as basic as a car could be, with doors and a heater among the extras. An early 1949 Land Rover Series I https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-land-rover-series-1-107-truck-cab-8728998561-1600.jpg A 1955 Series I 107-inch truck cab. The original 80-inch car grew through 86 and 107-inch versions before settling on the 88 and 109-inch wheelbases. A 1955 Land Rover Series I 107-inch truck cab https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-1-1952-14061238503-1600.jpg An early 80-inch Series I. The first cars used a 1.6-litre petrol engine, with a diesel arriving in 1957, and four-wheel drive the driver selected. An early green 80-inch Land Rover Series I in a field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-land-rover-series-1-5842559301-1600.jpg A Series I at a classic gathering. Slow, basic and physical to drive, it is an experience rather than transport, and all the more rewarding for it. A 1955 Land Rover Series I at a classic gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1957-land-rover-series-i-station-wagon-front-q-258611-1600.jpg The front of a Series I station wagon. The aluminium body does not rust, but the steel chassis, bulkhead and footwells beneath it do, and are the costly repairs. The front of a 1957 Land Rover Series I station wagon https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/1958-series-1-land-rover-6239592161-1600.jpg A 1958 Series I, from the last year of production. The earliest cars are now the most valuable, with originality the biggest single value driver. A 1958 Land Rover Series I from the last year of production https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1951-series-1-land-rover-7329240608-1600.jpg A 1951 Series I. A dedicated register and the general Land Rover clubs support the earliest cars. A 1951 Land Rover Series I https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1951-series-1-land-rover-9087140037-1600.jpg A 1951 Series I. By the early 1950s the Land Rover had become a fixture on British farms. A 1951 Land Rover Series I https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/old-land-rover-5-a-1957-landie-8680870258-1383.jpg A 1957 Series I, affectionately a 'Landie'. The aluminium body was hand-formed from corrosion-resistant Birmabright alloy. A 1957 Land Rover Series I, known affectionately as a Landie https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-37568141-1600.jpg An early Series I leading a parade. The original Land Rover was conceived to earn export dollars for a recovering Britain. An early Land Rover Series I leading a parade along a beach https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-1-2650375419-1600.jpg Headlamps behind the grille mesh: the giveaway of the earliest Series Is, before the lamps moved out. A green Land Rover Series I photographed head-on, showing the mesh grille and headlamps behind it, UK registration KKH 792 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/land-rover/series-2/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-37130169-1600.jpg A Land Rover Series IIA, the toughest and longest-lived of the Series cars, here in short-wheelbase station-wagon form. A Land Rover Series IIA short-wheelbase station wagon with a UK number plate https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1960-series-ii-land-rover-6987726323-1600.jpg An early Series II. The Series II of 1958 brought the enduring 2.25 engine and David Bache's gently curved 'barrel side' body. An early 1960 Land Rover Series II https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1962-land-rover-series-2a-6133601850-1600.jpg A Series IIA. The IIA of 1961 refined the formula and earned a reputation as the most over-engineered Land Rover of all. A 1962 Land Rover Series IIA https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-land-rover-series-iia-7721891342-1600.jpg A Series IIA. Late IIAs moved the headlamps from the grille panel out into the wings, a change forced by export lighting rules. A 1966 Land Rover Series IIA https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-19155247-1600.jpg A Series II with a canvas tilt. Slow, upright and immensely capable, it is a proper old Land Rover and easy to keep running. A Land Rover Series II with a canvas tilt parked outside a stone house https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1966-land-rover-series-ii-5946369528-1600.jpg A 1966 Series II. The aluminium body is safe, but check the steel chassis, bulkhead and footwells, and the swivel housings for leaks. A 1966 Land Rover Series II https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1962-land-rover-siia-dormobile-8730099096-1600.jpg A Series IIA Dormobile camper conversion. Station wagons, the six-cylinder cars and original early examples sit at the top of the range. A 1962 Land Rover Series IIA Dormobile camper conversion https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1962-land-rover-series-2a-10717435813-1600.jpg A 1962 Series IIA. Parts supply is excellent, helped by the long production run and shared components. A 1962 Land Rover Series IIA https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-2a-forward-control-107-1962-42941051765-1600.jpg The Forward Control put the cab over the engine for more load bed, and very few of them survive. A grey 1962 Land Rover Series 2A Forward Control 107 on grass at a vehicle show, front view with the cab over the front axle, UK registration TTK 820 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-land-rover-siia-88-inch-2-25-diesel-17197330719-1600.jpg The 88-inch diesel: slower than the petrol and far happier being worked all day. A green 1964 Land Rover Series IIA 88-inch with a canvas tilt on grass at a show, front three-quarter view, UK registration AYF 648B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-land-rover-siia-88-inch-2-25-diesel-16761016464-1600.jpg Drop tailgate, canvas over hoops: the configuration most Series IIs left Solihull wearing. The rear of a green Land Rover Series IIA showing the canvas tilt, drop tailgate and mudflaps, UK registration AYF 648B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-series-iia-1965-30146783148-1600.jpg Hardtops came from the factory and from a dozen converters, and the roof colour rarely matched. A green Land Rover Series IIA with a white hardtop parked on a paved square, front three-quarter view, UK registration DTT 591C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/land-rover/series-3/ https://britishclassiccars.co.uk/photos/land-rover-series-yellow-among-hay-bales-36419429-1600.jpg A Series III at work in a winter yard. Slow and basic but endlessly capable, it is the most usable of the Series cars. A yellow Land Rover Series III parked among hay bales in a wintry yard https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-12126193-1600.jpg The flat front of a Series III, with its moulded plastic grille and wing-mounted headlamps, the quickest way to tell it from an earlier Series. Head-on view of an orange Land Rover Series III with a UK number plate https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-2068297-1600.jpg A Series III pickup. Most ran the familiar 2.25 four-cylinder petrol or diesel, with the six and the 1979 Stage 1 V8 above them. A yellow Land Rover Series III pickup parked in a rural field https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-classic-land-rover-series-parked-on-a-winding-country-road-32921073-1600.jpg A Series III on a country road. Slow and basic but endlessly capable, it is the most usable of the Series cars. A Land Rover Series III parked on a winding country road https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-18714765-1600.jpg Inside a Series III. When buying, the steel bulkhead and footwells matter as much as the aluminium body, which does not rust. The dusty interior of a Land Rover Series III https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-22748095-1600.jpg A Series III station wagon. The most numerous Series is also the most affordable way into one. A cream Land Rover Series III station wagon parked on a cobbled street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-10725884-1600.jpg A Series III by the roadside. Parts supply is the best of any Series, simply because so many were built. A light blue Land Rover Series III parked on a wet roadside below a hill https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-10754312-1600.jpg A white Series III. By the 1970s the Land Rover was a common sight on farms and in towns across Britain. A white Land Rover Series III parked on a wet roadside https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-yellow-classic-land-rover-series-in-an-underground-car-park-31809048-1600.jpg A short-wheelbase Series III hardtop. The 88-inch cars are the nimble, lighter version. A yellow short-wheelbase Land Rover Series III hardtop https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-series-land-rover-series-in-an-off-road-utility-vehicle-8566899-1600.jpg A Series III with a bonnet-mounted spare. Its all-synchromesh gearbox made it the easiest of the Series cars to drive. Front view of a pale Land Rover Series III with a spare wheel on the bonnet https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-109-series-iii-1980-50199259846-1600.jpg The 109-inch pickup did the heavy work, and its roof rack usually tells you what sort of life it had. A blue 1980 Land Rover 109 Series III pickup with a roof rack and spare wheel, parked in a car park, UK registration GOE 275V https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1983-land-rover-series-3-10717253256-1600.jpg Rescue teams, fire services and utilities all ran Series IIIs, and preserved examples keep the liveries. A dark blue Land Rover Series III in rescue-service livery with a lamp bar and loudhailer, at a vehicle show, UK registration XAO 254Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/leyland/tractors/ https://britishclassiccars.co.uk/photos/leyland-154-tractor-12621380-1600.jpg The compact Leyland 154, the smallest and most common of the blue Leylands and for many owners the way into the marque. The two-tone Leyland blue, adopted in 1969, is the brand's defining feature. A two-tone blue Leyland 154 compact tractor with a safety canopy, parked on grass at a vintage show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/leyland-nuffield-154-tractor-geograph-org-uk-3076762-114394513-1600.jpg An early Leyland still wearing its Nuffield roots, lined up at a show beside the orange machines it grew out of. The 1969 changeover was a repaint and a rebadge before it was anything more. A blue Leyland-badged tractor at a vintage show, lined up beside an orange Nuffield and other classic tractors https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/old-leyland-tractor-geograph-org-uk-7125562-156943756-1600.jpg A Leyland 270, one of the mid-range 98-series models, fitted with the kind of safety cab that the law required from 1976. The 270 and its 1975 successor the 272 are among the most familiar Leylands today. A blue Leyland 270 tractor with a safety cab, badged Leyland on the grille, parked on gravel at a farm shop https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/ferguson-and-leyland-tractors-kilnaheery-geograph-org-uk-5817049-141469650-1024.jpg Not every Leyland is blue. The very last Bathgate tractors, and the industrial models, wore a golden-harvest scheme like this one, the colour the marque carried into its final Marshall years. A yellow-and-cream Leyland 702 tractor with a cab at a show, a grey Ferguson and other classics alongside https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/leyland-tractors-for-sale-at-auction-hornburyhill-farm-geograph-org-uk-5286508-136197749-1600.jpg Two Leylands at a farm sale. The tractors are bought for honest money and are generally straightforward, so a careful look over a prospective buy, the brakes, clutch, cab and matching numbers, is time well spent. A man in a flat cap inspecting the front of a blue Leyland tractor at a farm sale, a second Leyland alongside on a misty day https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/old-leyland-tractor-port-logan-geograph-org-uk-6873203-154161857-1600.jpg A tired but complete Leyland left beside a stone barn at Port Logan in Scotland. Many survive as projects like this, and because the tractors are simple and parts are reasonably available, even a sorry one can be worth saving. A faded blue Leyland tractor with rusty wheels standing in long grass beside a stone barn https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/leyland-tractor-geograph-org-uk-7816838-168338315-1600.jpg Restored and on display, the Leyland blue does exactly what it was designed to do in 1969: catch the eye. No other classic tractor looks quite like it, and the colour carries a whole enthusiast scene with it. A brightly restored blue Leyland tractor on display indoors in a collection, its paint vivid under the lights https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/leyland-245-tractor-at-weston-39411636-1600.jpg A cabbed Leyland 245 at a rally, one of the smaller models in the blue family. A blue Leyland 245 tractor with a cab on show grass, a red classic tractor parked alongside https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/vintage-leyland-tractor-and-cultivator-geograph-org-uk-7619327-164477408-1024.jpg Still earning its keep: a Leyland working a field edge with a cultivator behind it. A blue Leyland tractor with a cab working at the edge of a ploughed field beside a country lane https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/disused-leyland-tractor-geograph-org-uk-7716217-165920268-1024.jpg The other end of the scale: a loader-equipped Leyland left out in the yard, the kind of project that turns up at farm sales. A derelict blue Leyland tractor fitted with a rusty front loader, abandoned in a muddy farmyard under a grey sky https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/good-old-leyland-262-tractor-outside-clunbury-geograph-org-uk-7162362-157382611-1024.jpg A well-used Leyland 262 still in service outside Clunbury, one of the 1975 four-cylinder 98-series models that replaced the 255 and 270. A weathered blue Leyland 262 tractor parked beside an old tin-roofed shed in the Shropshire hills https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/leyland270tractor2007-3288319-1600.jpg Fitted with a loader and still working: Leylands went abroad in numbers and many are still earning. A blue Leyland 270 tractor fitted with a front loader, parked beside a red barn https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/lotus/ https://britishclassiccars.co.uk/photos/lotus-elan-plus-2-orange-profile-5411782-1600.jpg An Elan +2, the Elan with two small seats in the back: Colin Chapman's added lightness, in the form most families could justify. An orange Lotus Elan +2 fixed-head coupe in side profile against a hedge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/lotus-elan-2650399859-1600.jpg The Elan, Chapman's road-car thesis: barely 700 kilograms doing the work of twice the power. The front of a blue and gold Lotus Elan Sprint, UK registration NMT 916K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-lotus-eleven-le-mans-race-car-18241393925-1365.jpg A 1956 Eleven in bare aluminium: Frank Costin's wind-cheating envelope over Chapman's spaceframe. A bare-aluminium 1956 Lotus Eleven Le Mans race car numbered 52, seen from above and behind https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1969-lotus-elan-plus-2-5969142782-1600.jpg An Elan +2 shows its twin-cam: the backbone years stretched to admit a family. A red 1969 Lotus Elan Plus 2 with its bonnet raised at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-eclat-1977-48340496636-1600.jpg The Eclat, the wedge-era four-seater whose ideas the Excel perfected. A red 1977 Lotus Eclat with pop-up headlamps raised, front three-quarter view, UK registration SWC 989R https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-lotus-carlton-1993-31487206605-1600.jpg The Lotus Carlton: five seats, a boot, and 176 mph of parliamentary outrage. The rear three-quarter of a dark green Lotus Carlton saloon with boot spoiler, UK registration K853 ABV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/lotus/carlton/ https://britishclassiccars.co.uk/photos/vauxhall-lotus-carlton-1993-31449797916-1600.jpg The Lotus Carlton, all of them in Imperial Green: the saloon that outran Ferraris and scandalised Parliament. A dark green Lotus Carlton saloon in a car park, front three-quarter view, UK registration K853 ABV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-lotus-carlton-1993-33064615173-1600.jpg The 3.6-litre twin-turbo six under Lotus's own plenum: 377 bhp in a 1990 four-door. The engine bay of a Lotus Carlton showing the twin-turbocharged straight-six with Lotus plenum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-lotus-carlton-1993-31487206605-1600.jpg The view the ban campaign feared most: 176 mph with five seats and a boot. The rear three-quarter of a dark green Lotus Carlton with boot spoiler, UK registration K853 ABV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-lotus-carlton-1993-50348060802-1600.jpg Poised at speeds the badge has no business reaching: the chassis is where the Lotus money went. The rear three-quarter of a dark green Lotus Carlton on grass at a show, UK registration K22 BED https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-lotus-carlton-1993-50347906791-1600.jpg Mechanical history above all: turbos, cooling and model-specific parts decide a Carlton's price. A dark green Lotus Carlton with its bonnet raised on a showfield, UK registration K22 BED https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-carlton-engine-flickr-exfordy-18341853-1600.jpg Twin Garrett turbos on a stretched 3.6: 377bhp, and a top speed that started a parliamentary argument. The engine bay of a Lotus Carlton showing the twin turbochargers, intercooler pipework and the Lotus cam cover https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/lotus-carlton-registered-april-1993-3615cc-34945703-1600.jpg Imperial Green over grey: every one of the 950 built wore the same colour, and no other. A dark green Lotus Carlton on grass at a classic car show, side view, UK registration K40 PEC https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/lotus/elan/ https://britishclassiccars.co.uk/photos/lotus-elan-red-roadster-at-sunset-627721-1600.jpg The Lotus Elan: the moment the sports-car problem was solved. A red Lotus Elan roadster on a country road at sunset, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/lotus-elan-coup-2310779702-1600.jpg A fixed-head Elan. The unstressed glassfibre body hangs over a folded-steel backbone chassis. A pale blue Lotus Elan fixed-head coupe, front three-quarter view, UK registration NKN 996F https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-lotus-elan-series-4-roadster-14121845050-1600.jpg A Series 4 with the hardtop: 105 bhp of twin-cam against barely 700 kilograms. A yellow 1968 Lotus Elan Series 4 with black hardtop on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-elan-sprint-1971-15217605943-1600.jpg The big-valve Sprint, usually two-tone, always the most valuable production Elan. An orange and gold two-tone 1971 Lotus Elan Sprint on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-elan-2650399859-1600.jpg Sharp, modern, faintly glamorous: the image Diana Rigg's Emma Peel fixed forever. The front of a blue and gold Lotus Elan, UK registration NMT 916K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-elan-plus-2-orange-profile-5411782-1600.jpg The +2: the same backbone stretched for two child seats, and the value route into Elan ownership. An orange Lotus Elan +2 in profile https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/lotus-elan-2661719780-1600.jpg Around 700kg, steering geared like a go-kart and a chassis that flatters: the reference point ever since. A blue Lotus Elan roadster with gold sill stripes parked on tarmac, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/01-9-1-1960s-lotus-elan-open-top-just-like-mrs-peel-s-5117227674-1600.jpg Emma Peel's Elan put the car in front of an audience that had never read a road test. A stylised period illustration of a purple Lotus Elan roadster parked on a 1960s street with onlookers https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/lotus-elan-866381828-1600.jpg The +2 sold well precisely because it was the Elan you could keep after the children arrived. A yellow Lotus Elan +2 coupe parked outside a building, front three-quarter view, UK registration KEA 421H https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/lotus-elan-2s-130-5-shooting-brake-2869568655-1600.jpg A coachbuilt +2 shooting brake: the backbone chassis took stranger bodies than Hethel ever planned. A blue Lotus Elan +2S 130/5 converted into a shooting brake, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-elan-estate-2869572451-1600.jpg Another estate conversion, and proof that Elan owners have never taken the standard shape as final. A yellow Lotus Elan estate conversion parked on tarmac, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/racing-lotus-elan-2-2870726122-1600.jpg Historic racing keeps a healthy number of Elans in hard use, which is where they were always happiest. A dark red Lotus Elan competition car carrying race number 50 in a circuit paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/lotus/eleven/ https://britishclassiccars.co.uk/photos/coupe-de-printemps-lotus-eleven-13378490345-1600.jpg A Lotus Eleven doing what it was built for, seventy years on. A green Lotus Eleven racing on a circuit, numbered 11, in a panned action shot https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/lotus-eleven-series-2-le-mans-17080116780-1600.jpg Frank Costin's envelope body in Team Lotus colours: aircraft aerodynamics at 450 kilograms. A green and yellow Team Lotus liveried Lotus Eleven Series 2 Le Mans displayed indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1956-lotus-eleven-le-mans-race-car-18241393925-1365.jpg A 1956 Le Mans car in unpainted aluminium, every kilogram accounted for. A bare-aluminium 1956 Lotus Eleven Le Mans race car numbered 52, seen from above and behind https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/westfield-xi-2008-lotus-eleven-replica-33862246213-1600.jpg A Westfield XI replica: the honest way to the Eleven experience, at a tenth of the price. A green Westfield XI, a modern Lotus Eleven replica, on grass, front view, UK registration 2079 NG https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/eleven-s1-2376366-800.jpg Le Mans, Club and Sports shared a shape but not a spec; the differences were mostly under the skin. A green Lotus Eleven Series 1 carrying race number 4 parked beside a building, front three-quarter view, UK registration DSJ 989 https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/j-crosthwaite-with-oily-rag-and-graham-hill-on-left-of-picture-with-lotus-14760501-800.jpg Graham Hill among the mechanics: half of British motorsport's next twenty years is in this paddock. A period photograph of mechanics and drivers, including Graham Hill, around Lotus Eleven racing cars in a paddock https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/lotus-eleven-series-2-le-mans-17265886892-1600.jpg Genuine cars are museum pieces with race entries attached, and priced accordingly. A green Lotus Eleven Series 2 Le Mans displayed indoors on a checkered floor, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotuseleven-1970125-1600.jpg Frank Costin's nose: aerodynamics worked out on paper by an aircraft engineer, in 1956. A dark green Lotus Eleven photographed head-on, showing the low nose and faired headlamps, UK registration 864 EPC http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/lotus-eleven-le-mans-donington-2777912-1600.jpg Historic paddocks still fill with Elevens, which says something about how well they were made. A dark blue Lotus Eleven Le Mans carrying race number 76 in a circuit paddock https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/lotus-eleven-and-15-donington-2777932-1600.jpg Eleven and Fifteen together: Chapman's small-capacity giant-killers and their bigger-engined successor. A dark blue Lotus Eleven carrying number 78 beside a Lotus 15 in a paddock https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/lotus-eleven-bw-3505406-1600.jpg Under 450kg and barely a metre tall: on a fast circuit it embarrassed cars with twice the power. A black and white photograph of a Lotus Eleven carrying race number 17 at speed on a circuit https://creativecommons.org/licenses/by/3.0 https://britishclassiccars.co.uk/photos/coupe-de-printemps-lotus-eleven-13378526465-1600.jpg Still being raced hard seventy years on, which was always the point of the thing. A green Lotus Eleven carrying race number 11 cornering on a race circuit https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/lotus/esprit/ https://britishclassiccars.co.uk/photos/1978-lotus-esprit-s1-2-0-52911287221-1600.jpg An Esprit S1: Giugiaro's folded paper, delivered to the road almost unchanged. A yellow 1978 Lotus Esprit S1 displayed at an indoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-s1-1977-51178318147-1600.jpg The pure early wedge: low, angular, and unmistakably 1970s supercar at sports-car scale. A yellow 1977 Lotus Esprit on grass at a show, front three-quarter view, UK registration FYC 762C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-s2-1978-15359348408-1600.jpg White, the Bond colour: The Spy Who Loved Me fixed the Esprit in global culture. The rear of a white 1978 Lotus Esprit S2 with its glass hatch raised, UK registration TAC 101R https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-black-lotus-esprit-parked-in-a-residential-london-area-showcasing-vintage-17852355-1600.jpg Black and gold in the Essex manner: the Turbo made the four-cylinder Esprit a supercar rival. A black and gold Lotus Esprit Turbo parked on a residential street, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/lotus-esprit-3-1982-10658084876-1600.jpg An S3: light where modern supercars are heavy, precise where they are muscular. A red 1982 Lotus Esprit S3 on grass at a show, front three-quarter view, UK registration BNG 293T https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-turbo-5177575953-1600.jpg A Stevens-era Turbo, the value route into Esprit ownership. A white Peter Stevens-era Lotus Esprit Turbo parked on a street https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/lotus-turbo-esprit-1983-14945297717-1600.jpg Specialist servicing and a good indie are the whole story; neglect costs far more than maintenance. A silver 1983 Lotus Turbo Esprit on grass at a classic car show, front three-quarter view, private registration 2 FYY https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-14349199397-1600.jpg Giugiaro's original wedge in period yellow: no curves anywhere, and none needed. A yellow Lotus Esprit S1 on grass at a classic car show, front three-quarter view, UK registration FYC 762C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-2520992964-1023.jpg Union Jack livery on a Turbo: Hethel never minded the Esprit being looked at. A Lotus Esprit Turbo in Union Jack livery parked on cobbles, front three-quarter view, UK registration CBO 7W https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-2551562159-1600.jpg By the S4 the folds had softened, but the proportions and the mid-engined layout never changed. A white Lotus Esprit S4 parked beside a fence, side view, UK registration L444 JCL https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-2552381428-1600.jpg Twenty-eight years and around 10,600 cars: the Esprit outlasted almost every rival it was aimed at. A red Lotus Esprit parked on tarmac at a car event, front three-quarter view, UK registration N839 JNG https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-esprit-se-jim-clark-edition-1991-13954559780-1600.jpg The Jim Clark Edition in Lotus green and yellow, displayed where the company's history is told. A green and yellow Lotus Esprit SE Jim Clark Edition on museum display beside a photograph of Colin Chapman https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/lotus/excel/ https://britishclassiccars.co.uk/photos/1984-lotus-excel-sports-16071283193-1600.jpg The Lotus Excel: the marque's engineering at the market's most forgiving prices. A yellow 1984 Lotus Excel at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-eclat-1977-48340496636-1600.jpg The Eclat before it: same silhouette, far more fragile era. The Excel fixed the execution. A red 1977 Lotus Eclat with pop-up headlamps raised, front three-quarter view, UK registration SWC 989R https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-lotus-excel-2-2-sv-49717649211-1600.jpg Toyota gearbox and differential under Norfolk glassfibre: the most dependable driveline of any classic Lotus. A silver 1986 Lotus Excel 2.2 SV in profile on a residential street https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-1987-15559116385-1600.jpg A facelift-era Excel. Testers ranked the chassis with the decade's best; buyers looked past it. A red 1987 Lotus Excel at a showfield, front three-quarter view, UK registration E750 KHX https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-9085663010-1600.jpg An SE with the subtle rear wing: 180 bhp, four seats, and prices that still undercut the ability. The rear three-quarter of a red Lotus Excel SE with rear spoiler, displayed indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-lotus-excel-2-2-sv-49717649361-1600.jpg The chassis is the point: it corners like a proper Lotus while carrying four people and their luggage. A red Lotus Excel on grass at a classic car show, front three-quarter view, UK registration E750 KHX https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-1989-15127863190-1600.jpg Against a Porsche 944 or a TVR of the day it gave away nothing but badge recognition. A red 1989 Lotus Excel SE parked on grass at a classic car show, front three-quarter view, UK registration G676 GDW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-1987-42583482170-1600.jpg Gold wheels and coachlines: the Excel wore period Lotus dressing better than most remember. A white Lotus Excel with gold coachlines and gold wheels parked on a street, front three-quarter view, UK registration E747 DTF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-1987-16005332282-1600.jpg Around 2,150 Excels were built in a decade, which is fewer than most people assume. A red Lotus Excel on grass at a classic car show with bunting behind, front three-quarter view, UK registration E750 KHX https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-1989-15127864090-1600.jpg Toyota lamps and switchgear behind a Lotus shell: parts availability is the model's quiet advantage. The rear of a red 1989 Lotus Excel SE showing the spoiler and tail lights, UK registration G676 GDW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-1989-15314230282-1600.jpg A wide, low nose without pop-up lamps: the Excel is the least theatrical Lotus of its era. A red 1989 Lotus Excel parked on grass among other classic cars, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lotus-excel-34863401573-1200.jpg Export survivors turn up in unexpected places; this one still works a Hong Kong street. A white Lotus Excel parked on a busy shopping street in Hong Kong, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/marcos/mini-marcos/ https://britishclassiccars.co.uk/photos/mini-marcos-1968-15217598453-1600.jpg A Mini Marcos in white. Barely half a tonne of glass-fibre over Mini subframes, the little coupe turned humble Mini mechanicals into a genuine giant-killer. A white 1968 Mini Marcos coupe, front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-mini-marcos-52876749412-1600.jpg The Mini Marcos from behind, showing the cut-off Kamm tail that sharpened its aerodynamics. The body is a single glass-fibre moulding with no separate steel chassis. A pale green Mini Marcos coupe seen from the rear three-quarter, showing the cut-off tail, at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-marcos-gt-31181734393-1600.jpg A Mini Marcos in period racing colours with a Union Jack on the nose. The works car's giant-killing run at Le Mans in 1966 is the model's defining moment, and the type still races in historic events. A white Mini Marcos in period racing trim with a competition number and a Union Jack on the nose https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-marcos-mk-1-1966-48395541132-1600.jpg A 1966 Mk1 Mini Marcos. The early Marcos-built cars ran from 1965 to 1970, before D and H Fibreglass Techniques took the design on in 1974. A blue 1966 Mini Marcos Mk1 coupe, rear three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/q262epv-mini-marcos-54506199660-1600.jpg A Mini Marcos on a Q-plate, the registration given to a kit car that cannot prove an age-matched donor. Buy on the condition of the hidden glass-fibre chassis rails first, because a rotten one is a body-off repair. A faded red Mini Marcos coupe on a Q-plate registration, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1980-mini-marcos-1300-52059523001-1600.jpg A 1980 Mini Marcos 1300. The larger 1275cc A-series gave around 76 bhp in a car weighing only about 480 kg, enough for a genuine turn of speed. A yellow 1980 Mini Marcos 1300 coupe on a road, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-marcos-motore-91201672-1600.jpg Under the bonnet: the standard transverse Mini A-series engine and gearbox, which bolt straight into the glass-fibre body on the Mini's own subframes. The engine bay of a Mini Marcos, showing the transverse Mini A-series engine and gearbox http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/mini-marcos-front-1964-austin-mini-based-56817299-1600.jpg A 1964 Mini Marcos from the front, one of the earliest cars, when the design was still emerging from Dizzy Addicott's DART special. A red 1964 Mini Marcos, one of the earliest cars, photographed from the front at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/mini-marcos-rear-1964-austin-mini-based-56817215-1600.jpg The same early type from the rear. There is very little to the car: a slippery fibreglass shell wrapped over standard Mini mechanicals. A red 1964 Mini Marcos photographed from the rear, showing the cut-off tail https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1967-mini-marcos-gt-mk-iii-coupe-145993083-1600.jpg A 1967 Mk III in green. The Mk III was the most numerous of the early Marcos-built cars, and included the batch built for racing homologation. A green 1967 Mini Marcos Mk III GT coupe at a wet classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1977-mini-marcos-mk-iv-coupe-145993096-1600.jpg A 1977 Mk IV, built by D and H Fibreglass Techniques of Oldham, who carried the design through the late 1970s before the Midas replaced it. A white and red 1977 Mini Marcos Mk IV coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1990-marcos-mini-marcos-1300-gt-130723762-1600.jpg A 1990 Mk V, from the final run Marcos built, mostly for the Japanese market, in the early 1990s. An orange 1990 Marcos Mini Marcos 1300 GT coupe, front three-quarter view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/mini-marcos-kop-hill-climb-2014-15186630780-170681520-1500.jpg A Mini Marcos driven in anger at a modern hillclimb. The type's lightness keeps it competitive in historic motorsport decades after Le Mans. A red Mini Marcos being driven hard at a hillclimb event https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1975-mini-marcos-850cc-108704282-1600.jpg A 1975 car with the smallest 850cc engine. Even on the least powerful A-series, the half-tonne shell makes the most of every horsepower. A yellow 1975 Mini Marcos 850cc coupe, front three-quarter view at a classic car show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/massey-ferguson/135/ https://britishclassiccars.co.uk/photos/massey-ferguson-135-1972-73-52088113213-967.jpg A Massey Ferguson 135 in its familiar open-station form, the red bonnet and grey casting that became the face of the British farm. It is the model most people picture when they picture a tractor. A red Massey Ferguson 135 tractor, front three-quarter view, the 135 badge and grey skid unit clearly visible, parked on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/red-massey-ferguson-35-in-bolton-by-bowland-england-16240836-1600.jpg The Ferguson 35, the Grey-Gold Fergie that the 135 replaced in 1964. The new tractor kept the 35's compact size and brilliant hydraulics and added a stronger engine and the squared-off grey-and-red face. A red Ferguson 35 ploughing a field with a mounted plough, a driver aboard, fresh furrows in the foreground https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/massey-ferguson-135-15686840-1600.jpg Many working 135s gained an aftermarket cab, like this one. The bare open-station tractor is the more sought-after form today, but a tidy cabbed example is a cheaper way in. A red Massey Ferguson 135 fitted with a cab, three-quarter front view, standing in a grassy field https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/massey-ferguson-mf-135-11448304-1600.jpg A 135 restored to better than new. With more than 400,000 built and a deep parts supply, the sensible advice is to buy the best you can find rather than rescue the cheapest. An immaculately restored red Massey Ferguson 135, the 135 badge crisp on the bonnet, displayed under a show marquee https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/red-massey-ferguson-135-in-augher-march-1988-16244017-1600.jpg A working 135 with a front loader, the kind of honest, used example most buyers actually meet. A scruffy but mechanically sound tractor is a better buy than a shiny one hiding a tired back end. A muddy red Massey Ferguson 135 fitted with a front loader on a forestry track, its owner standing alongside in overalls https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/massey-ferguson-135-tractor-rosudgeon-vintage-rally-cornwall-september-2024-1-153327251-1600.jpg A tidy 135 on the show field. Working hydraulics and a sound Multi-Power matter far more to value than age, and because so many survive a buyer can afford to be patient. A red Massey Ferguson 135 on grass at a Cornish vintage rally, blue Fordson tractors lined up alongside http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/massey-ferguson-135-with-a-plough-in-bolton-by-bowland-england-16240769-1600.jpg A 135 still doing the job it was built for, ploughing at a match. Decades after the last one was made, these remain working tractors as much as show pieces. A red Massey Ferguson 135 ploughing a field at a ploughing match, seen from behind with a mounted plough, other tractors working in the distance https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/red-massey-ferguson-135-16243784-1200.jpg The 135 roundel, the badge that means classic tractor to most British eyes. Close-up of the round 135 badge on the red bonnet of a Massey Ferguson tractor https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/red-massey-ferguson-135-during-great-whelnetham-classic-tractor-and-car-show-16330472-1600.jpg A cabbed 135 at a classic tractor and car show, one of thousands kept and shown across the country. A red Massey Ferguson 135 with a cab parked on grass at a classic tractor and car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/red-massey-ferguson-135-at-the-55th-british-national-ploughing-championship-soham-ely-cambridgeshire-16242539-1600.jpg A 135 at the British National Ploughing Championship, decades on and still earning its keep. A red Massey Ferguson 135 at a national ploughing championship, people and tractors in a farmyard behind https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/massey-ferguson-135-tractor-rosudgeon-vintage-rally-cornwall-september-2024-2-153327258-1600.jpg Another 135 at the same Cornish rally, parked beside a preserved fire engine. A red Massey Ferguson 135 at a vintage rally parked next to an old red fire engine http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/massey-ferguson-135-tractor-geograph-org-uk-3082215-114415854-1600.jpg 135s and grey Fergies draw a crowd at a village tractor show, the social heart of the hobby. A red Massey Ferguson 135 at a village tractor show, grey Ferguson tractors and onlookers around it https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/messerschmitt/kr200/ https://britishclassiccars.co.uk/photos/messerschmitt-kabinenroller-32825215673-1280.jpg The Messerschmitt KR200: tandem seats, handlebars, and a canopy straight from the flight line. A turquoise and white Messerschmitt KR200 with its bubble canopy closed, displayed indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/messerschmitt-kabinenroller-25053679557-872.jpg Period publicity shows the boarding drill: swing the canopy, step in, tandem seating for two. A period Messerschmitt brochure illustration showing the Kabinenroller with its canopy swung open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-messerschmitt-kabinenroller-1960-29749170394-1600.jpg The tapering tail hides the Sachs two-stroke that runs, famously, in either direction. The rear three-quarter of a pale blue 1960 Messerschmitt Kabinenroller, UK registration LPV 966 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-tg500-messerschmitt-tiger-16331997087-1600.jpg The four-wheeled Tg500 Tiger: 494cc, over 75 mph, and today the summit of the breed. The rear three-quarter of a red FMR Tg500 Messerschmitt Tiger four-wheeler, UK registration 88 DTO https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-messerschmitt-bond-minicar-16611566485-1600.jpg A Messerschmitt in British company: every microcar meet is a family reunion. A red Messerschmitt beside a green Bond Minicar on a showfield https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/messerschmitt-kabinenroller-28109637999-799.jpg For every weather, every road: Fend sold the canopy as the thing that made a scooter into transport. A period Messerschmitt Kabinenroller advertisement headed Fur jedes Wetter, fur jede Strasse, showing the canopy raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/messerschmitt-kabinenroller-28109646249-1255.jpg Handlebars rather than a wheel, and tandem seating: nothing about the layout is a car's. A period cutaway illustration of the Messerschmitt Kabinenroller interior showing the handlebar steering and pedals https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-messerschmitt-30230986335-1170.jpg Britain took them in numbers, and the surviving UK-registered cars keep the meets well supplied. A dark Messerschmitt Kabinenroller on grass at a British classic vehicle show, rear three-quarter view, UK registration SAA 348 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-messerschmitt-200-1961-with-porsche-356-911-17079232248-1600.jpg Museums park them beside the exotica, which tells you how the market now regards them. A yellow Messerschmitt 200 on museum display beside Porsche 356 and 911 models, UK registration MN 779 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-tg500-messerschmitt-tiger-16517914525-1600.jpg The four-wheeled TG500 Tiger: 500cc, twin carburettors, and about 320 built in total. A red FMR TG500 Messerschmitt Tiger four-wheeler on grass at a classic vehicle show, front three-quarter view, private registration DTO https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fmr-messerschmitt-mercedes-benz-250se-w108-29600725914-1600.jpg Parked beside a Mercedes it looks impossible, which is roughly what postwar Germany could afford. A black and green Messerschmitt Kabinenroller parked on grass beside a white Mercedes-Benz saloon https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fuldamobil-s7-1957-microcar-friends-19341329348-1600.jpg The bubble-car field in one room: Messerschmitt, Isetta, Heinkel and the also-rans around them. A collection of microcars including Messerschmitts, Isettas and a Heinkel on indoor museum display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mg/ https://britishclassiccars.co.uk/photos/mgb-gt-front-red-36907743-1600.jpg An MGB GT, the closed version of Britain's half-million-selling sports car. From the pretty MGA to the MGB, MG built some of the most loved affordable sports cars Britain ever made. A red MGB GT seen head-on, chrome grille and MG octagon badge, UK registration HHN 454D https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-tc-green-front-quarter-9743327-1600.jpg An MG TC, one of the pre-war-shaped T-series cars that first sold the British sports car to America and built MG's name before the modern era began. A green MG TC, an upright pre-war-shaped sports car, parked by a brick house https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-rv8-green-roadster-driving-11605402-1600.jpg An MG RV8 of the 1990s, a modern reworking of the MGB, part of the long revival of the MG name after the Abingdon factory closed in 1980. A British Racing Green MG RV8 being driven on a tree-lined road https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mga-roadster-front-627681-1600.jpg The MGA, the prettiest of the affordable classic MGs. Simple, well supported and characterful, the classic MGs are among the most rewarding cars to own. A red MG MGA roadster, front three-quarter view in evening light https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgf-16314557189-1300.jpg The mid-engined MGF of 1995, the first all-new MG sports car in a generation and a genuine success. A purple MG MGF, the mid-engined 1990s sports car, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-tf-classic-roadster-12149600-1600.jpg An MG TF, last of the running-board T-types, the line that built MG's name in America before the MGA modernised it. An MG TF, a running-board T-type roadster https://www.pexels.com/license/ https://britishclassiccars.co.uk/mg/mga/ https://britishclassiccars.co.uk/photos/mga-4666223595-1023.jpg The MG MGA: the sleek, aerodynamic sports car that swept away MG's upright pre-war look, here in handsome fixed-head coupe form. A cream MG MGA fixed-head coupe with wire wheels, front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1958-mga-on-the-street-5807013837-1600.jpg The MGA's low, flowing shape was a complete break from the T-series. It grew out of MG's Le Mans cars and was the work of designer Syd Enever. A red MG MGA roadster with a white hardtop, front three-quarter view on a street https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mga-1600-2310801844-1600.jpg An MGA 1600. The pushrod cars ran from the 1500 through the disc-braked 1600 to the 1622cc 1600 MkII, with its recessed grille. A pale grey MG MGA 1600 coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1958-mga-twincam-6035424999-1459.jpg An MGA Twin Cam in historic competition. Its advanced twin-cam engine made it fast but fragile when new; today, understood and sorted, it is the most valuable MGA. A green MG MGA Twin Cam in a paddock at a historic race meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/red-mg-mga-roadster-with-wire-wheels-627682-1600.jpg An MGA roadster. Simple, pretty and solid, with a substantial separate chassis, it is one of the most rewarding 1950s sports cars to own. A red MG MGA roadster with wire wheels, rear three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mga-front-grille-blue-27308481-867.jpg The MGA's grille and octagon badge. When buying, the chassis, sills and floors are the priority, because rust is the main enemy and the expensive part to put right. Close-up of the grille and MG octagon badge of a blue MG MGA https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mga-roadster-sunset-627678-1600.jpg An MGA at sunset. Of the 101,476 built, only around 5,869 stayed in Britain; the rest were exported, the great majority to America. An MG MGA roadster silhouetted at sunset https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mga-coupe-teal-34071098-1600.jpg An MGA coupe. The fixed-head car is rarer and usually cheaper than the roadster, and a practical way to enjoy one. A teal MG MGA fixed-head coupe https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mga-twin-cam-5693610871-1600.jpg A Twin Cam, identifiable by its centre-lock disc wheels. Only about 2,111 were built before its troubled reputation ended production. A pale MG MGA Twin Cam, front three-quarter view on a street https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/mg-mga-white-luggage-rear-209885-1600.jpg An MGA rigged for touring. The car was conceived in the spirit of Britain's post-war export drive and earned vital dollars in America. An MG MGA fitted with a luggage rack, rear view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1957-mga-8730105102-1600.jpg A red MGA roadster at a show. Its low, flowing lines were a world away from the upright T-types it replaced. A red MG MGA roadster, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/explore-the-vintage-elegance-of-a-classic-mg-car-interior-featuring-a-27676608-1600.jpg The MGA cockpit, with its octagon-centred wheel and red leather seats. The cars even retained wooden floorboards, one of the last designs to do so. The interior of an MG MGA, showing the octagon-centred steering wheel, cream fascia and red leather seats https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mga-3905588512-1600.jpg A cream MGA roadster on its wire wheels. Pushrod cars are simple and well supported; the Twin Cam is the collector's choice. A cream MG MGA roadster with wire wheels, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mga-cockpit-detail-12123931-1600.jpg An MGA interior. Mechanically the pushrod cars are straightforward and a joy to maintain. The cockpit of an MG MGA, showing the wheel and gauges https://www.pexels.com/license/ https://britishclassiccars.co.uk/mg/mgb/ https://britishclassiccars.co.uk/photos/mg-mgb-classic-roadster-10007307-1430.jpg The MG MGB: the modern, affordable roadster that sold more than half a million and became, for years, the best-selling sports car in the world. An orange MG MGB roadster with chrome wire wheels, side view parked outside a town pub https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgb-green-showroom-front-8441654-1600.jpg A British Racing Green MGB. It was the first mainstream MG with a modern monocoque bodyshell, stiffer and roomier than the separate-chassis cars before it. A British Racing Green MG MGB roadster, head-on front view under museum lighting https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1971-mgb-roadster-8927440204-1600.jpg Under the bonnet: the 1798cc B-series four with twin SU carburettors. The five-bearing engine fitted from late 1964 is the tougher, long-lived unit to look for. A green MG MGB roadster with the bonnet raised, showing the four-cylinder engine, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1978-mg-b-4794845849-1600.jpg A rubber-bumper car from 1978, with the large black impact bumpers and the raised ride height fitted to meet American rules. Chrome-bumper cars are the more sought-after; rubber-bumper cars are the affordable way in. A red rubber-bumper MG MGB roadster, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgb-red-interior-14070407-1600.jpg Inside an MGB. Simple, honest and easy to live with, the cabin is part of why the car remains such a usable everyday classic. The red interior of an MG MGB, showing the dashboard and steering wheel https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgb-bonnet-badge-25650461-867.jpg The MG octagon on the bonnet. When buying, look past the badge to the structure: on a monocoque MGB the sills are structural, so rust there is the expensive problem. Close-up of the MG octagon badge on the bonnet of an MGB https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1963-mgb-roadster-8083405796-1600.jpg An early chrome-bumper MGB. The 1962–64 cars, with their pull-handle doors and three-bearing engines, are the most collectable. An early green MG MGB roadster on display, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mgb-5853322070-1600.jpg An MGB in historic competition. The works cars raced at Le Mans and Sebring in period, and the type is still a popular historic racer. A red and white MG MGB racing car, number 59, cornering hard on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-mg-mgb-6413908585-1600.jpg A 1972 chrome-bumper roadster. Overdrive, fitted to fewer than one car in five, is worth seeking out for relaxed cruising. A red chrome-bumper MG MGB roadster, front three-quarter view in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-mgb-mk-ii-roadster-16332095745-1600.jpg A chrome-bumper MGB roadster. Its simple, rugged running gear includes a live rear axle on leaf springs, never independent rear suspension. A red chrome-bumper MG MGB roadster with wire wheels, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mgb-9504345544-1600.jpg A British Racing Green MGB, the classic colour. More than half a million were built across eighteen years. A British Racing Green MG MGB roadster, top down, parked by a hedge https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-mgb-mkiii-roadster-16638607926-1600.jpg A red rubber-bumper MGB. Whatever the colour or year, the parts supply is the best of any classic, down to complete new bodyshells. A red rubber-bumper MG MGB roadster, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgb-mg-mgb-interior-detail-11877411-1600.jpg The MGB cockpit, with its wood-rimmed wheel. Everything is simple and accessible, which makes home maintenance straightforward. The cockpit of an MG MGB, showing the wood-rimmed steering wheel and burgundy dashboard https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mgb-wheel-octagon-cap-red-16039028-1600.jpg An octagon-capped wheel. Detail and originality lift values on chrome-bumper cars, where matching specification matters most. Close-up of an MG octagon-capped wheel on a red MGB https://www.pexels.com/license/ https://britishclassiccars.co.uk/mg/mgb-gt/ https://britishclassiccars.co.uk/photos/mgb-gt-silver-tudor-house-29870155-1600.jpg The MG MGB GT: a handsome Pininfarina-styled fastback on the MGB platform, more practical and refined than the roadster, and one of the most underrated classics there is. A silver MG MGB GT fastback coupe, front three-quarter view on a driveway in front of a mock-Tudor house https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mgb-gt-white-profile-wire-wheels-15540760-1600.jpg The Pininfarina roofline in profile. The closed fastback turned the open MGB into an early sporting hatchback, with a 2+2 cabin and a usable load platform behind the seats. A white MG MGB GT in side profile, showing the fastback roofline, parked on a street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1973-mgb-gt-v8-classic-days-01-08-2015-31157551587-1600.jpg An MGB GT V8, marked by its V8 badge. From 1973 the light Rover 3.5-litre aluminium engine gave the GT 137 bhp and around 125 mph, and only 2,591 were built before the oil crisis ended it. A bronze MG MGB GT V8 with its V8 badge, front three-quarter view at a show https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1969-mgb-gt-mk-i-coupe-15987694506-1600.jpg An early chrome-bumper GT. The closed roof and hatchback make it a genuine all-weather, all-year classic, far more practical than the open car. A red early MG MGB GT, front three-quarter view by a harbour https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mgb-gt-rear-red-36907744-1600.jpg The tail of an MGB GT. When buying a GT, check the tailgate lip and the base of the rear screen surround, which rots and has no repair sections made for it. The rear of a red MG MGB GT, showing the hatchback tailgate, rear screen surround and MG GT badge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1974-mg-mgb-gt-12987158684-1600.jpg An honest, usable GT. The four-cylinder cars are among the great classic-car bargains, usually a little cheaper than the equivalent roadster. A blue-green MG MGB GT, front three-quarter view on a driveway https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-mgb-gt-8927423936-1600.jpg A chrome-bumper GT. The model ran from 1965 to 1980, with around 125,000 built. A chrome-bumper MG MGB GT, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/cotswold-motoring-museum-sherborne-street-bourton-on-the-water-mgb-gt-1972-14813317568-1600.jpg A 1972 GT. The fastback was styled by Pininfarina and grafted onto the existing MGB bodyshell. A red MG MGB GT on display at a motoring museum https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1973-mg-mgb-gt-16024810603-1600.jpg A GT in dark green. The closed body makes it slightly heavier than the roadster but marginally faster flat out, thanks to better aerodynamics. A dark green MG MGB GT, side view on a street https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-mgb-gt-v8-bad-bentheim-14072013-413-31078626247-1600.jpg Another MGB GT V8. The alloy V8 weighed little more than the iron four, so it added pace without upsetting the balance. A dark MG MGB GT V8, front three-quarter view https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1980-mgb-gt-mk-iii-coupe-16144723190-1600.jpg A late rubber-bumper GT. From late 1974 the GT wore the large impact bumpers and a raised ride height to meet American rules. A late rubber-bumper MG MGB GT, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mgb-gt-sideview-2876804910-1600.jpg The fastback profile. The GT has been called the poor man's Aston Martin, and on looks alone the comparison is not absurd. A cream MG MGB GT in side profile, showing the fastback roofline https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/mgb-gt-white-rear-three-quarter-15594467-1600.jpg The GT from behind, showing the hatchback tailgate that made it so practical for a sports car. A white MG MGB GT, rear three-quarter view showing the hatchback tailgate https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mgb-3476604842-1024.jpg A GT in light blue. Whatever the colour, parts supply is the best of any classic, though the rear screen surround is a known hard-to-find panel. A light blue MG MGB GT with wire wheels, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/mg/mgc/ https://britishclassiccars.co.uk/photos/mgc-roadster-1968-35473257230-1600.jpg The MG MGC: an MGB given a 3.0-litre straight-six, marked out by its bonnet bulge. The roadster is the more sought-after of the two body styles today. A red MG MGC roadster with wire wheels, top down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-mgc-7166396664-1600.jpg The bonnet bulge is the giveaway. It was needed to clear the taller six-cylinder engine and a relocated radiator, along with 15-inch wheels in place of the MGB's 14-inch. A light blue MG MGC GT, front three-quarter view on grass, showing the bonnet bulge https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-mgc-gt-8927401893-1600.jpg From the outside the MGC is almost indistinguishable from an MGB GT. Its heavy iron six made it nose-heavy, but a well-sorted car is a smooth, torquey grand tourer, not the failure the period press suggested. A white MG MGC GT, front three-quarter view by the water https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgc-roadster-1969-32099375457-1600.jpg An MGC roadster. Roughly 9,000 were built across the roadster and GT in just two years, split fairly evenly between the two. A green MG MGC roadster, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-mgc-5881968360-1600.jpg A good MGC covers ground beautifully. The straight-six pulls lazily from low revs, and with overdrive it is a relaxed high-speed tourer good for around 120 mph. A blue MG MGC GT, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgc-gt-blue-rear-badge-13684403-975.jpg The MGC GT badge. When buying, check the MGB-style rust areas plus the box sections that carry the torsion bars, which corrode and are not reproduced. Close-up of the MGC GT badge on the rear of a blue MG MGC https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgc-roadster-1969-51687909971-1600.jpg An MGC roadster. Once a bargain, the MGC is now steadily appreciating and still looks undervalued next to the cars it sits between. A red MG MGC roadster, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-mgc-gt-coupe-15826160658-1600.jpg An MGC GT by the sea. The GT is the natural long-distance cruiser of the two body styles. A blue MG MGC GT by the sea, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-mgc-gt-5732993099-1600.jpg An MGC GT. It shares its bodyshell and much of its running gear with the MGB, which keeps parts supply strong. A tan MG MGC GT, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgc-2650485051-1600.jpg An MGC GT. The C-specific engine, front suspension and some trim are the scarce parts; everything else is shared with the MGB. A cream MG MGC GT, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-c-gt-1970-8040857320-1024.jpg A 1970 MGC GT. The model was dropped after just two years, partly because British Leyland favoured the rival Triumph TR6. A 1970 MG MGC GT, three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-mgc-1969-35561465192-1600.jpg An MGC, conceived as a replacement for the Austin-Healey 3000. It offers six-cylinder character at a fraction of the Healey's price. A red MG MGC, three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mg/midget/ https://britishclassiccars.co.uk/photos/mg-midget-red-cobbled-square-18394222-1600.jpg The MG Midget: the smallest, cheapest and most playful of the classic MGs, and for many the easiest way into classic sports-car ownership. A dark red MG Midget with the top down, parked on a cobbled square between old stone buildings https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1965-mg-midget-mkii-7172517920-1600.jpg An early chrome-bumper Midget. It was a badge-engineered sister to the Austin-Healey Sprite, the pair nicknamed the Spridget, with the Sprite coming first in 1958 and the Midget following in 1961. A light blue MG Midget MkII with chrome bumpers and wire wheels, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-mg-midget-8299393784-1600.jpg A 1275cc Midget. The A-series cars ran from 948cc up to the lively 1275, the sweet spot of the range, before the 1500 arrived in 1974. A pale green MG Midget with chrome bumpers and round wheel arches, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-midget-1500-1978-42148617695-1600.jpg A rubber-bumper 1500 from 1978. From 1974 the Midget gained the big black bumpers, a raised ride height and, under the bonnet, the 1493cc engine from the Triumph Spitfire. A British Racing Green MG Midget 1500 with black rubber bumpers, top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/explore-the-classic-interior-of-an-mg-midget-featuring-a-detailed-dashboard-28220163-1600.jpg Inside a Midget. There is very little to it, which is the point: it is simple, light and cheap to run, the lowest-cost way to own a classic MG. The interior of an MG Midget, showing the dashboard and steering wheel https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-midget-mg-midget-classic-roadster-11357618-1600.jpg Patina around a door and window seal. On a monocoque Midget the sills are structural, so check them and the floors hard, because rust repair is the big expense. Close-up of the door and window seal of an orange MG Midget, showing some patina https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-midget-4953271444-1600.jpg A Midget from behind. Around 226,000 were built between 1961 and 1979. A yellow MG Midget with wire wheels, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-mg-midget-7166382866-1600.jpg A mid-1960s Midget. The early cars gained wind-up windows and the larger 1098cc and then 1275cc engines. A white MG Midget, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-midget-blue-race-car-track-34557905-1600.jpg A Midget in historic competition. Light and tough, the Spridgets have always been popular club racers. A blue MG Midget racing car on a circuit https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/ooo683-1960-mg-midget-8806936195-1600.jpg A Midget makes a characterful, affordable classic. Chrome-bumper cars are the most valued; rubber-bumper 1500s are the bargain way in. A British Racing Green early MG Midget, top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-midget-mg-midget-interior-detail-11912128-1600.jpg The simple Midget cockpit. Almost everything can be reached and fixed with ordinary tools. The cockpit of an MG Midget, showing the steering wheel and dashboard https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-midget-white-wire-wheels-37500624-1600.jpg A Midget on wire wheels. Parts supply is excellent, with nearly every panel remanufactured and even complete bodyshells available. A white MG Midget on wire wheels, three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/midget-3497597953-1024.jpg A blue Midget with the top down. Its lightness gives it a darty, go-kart feel that faster cars cannot match. A blue MG Midget with the top down, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1972-mg-midget-10680978704-1600.jpg A pale green Midget. Cheap to buy, cheap to run and superbly supported, it is many enthusiasts' first classic. A pale green MG Midget, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mg/parts/ https://britishclassiccars.co.uk/photos/1972-mg-mgb-12540613185-1600.jpg MG parts supply is the best of almost any classic. For the MGB and Midget you can buy nearly every panel and component new, including complete bodyshells. A red MG MGB roadster with Rostyle wheels, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-midget-4953271444-1600.jpg The MG Midget is the cheapest classic MG to run: light, simple and supported by cheap, plentiful parts, with even complete bodyshells available. A yellow MG Midget with wire wheels, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/cotswold-motoring-museum-sherborne-street-bourton-on-the-water-mgb-gt-1972-14813317568-1600.jpg The owners' clubs run their own spares operations, and the heritage bodyshell programme keeps the monocoque cars alive decades after Abingdon closed. A red MG MGB GT on display at a motoring museum https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/mg-mga-roadster-red-front-33782555-1600.jpg The MGA differs from the others in having a separate chassis, so body and frame can be parted for restoration; the MGB, Midget and MGC are monocoques where the sills are structural. A red MG MGA roadster, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1971-mgb-gt-8927423936-1600.jpg The club network is one of the marque's greatest assets. Joining the relevant club before you buy is the single best move any prospective owner can make. A chrome-bumper MG MGB GT at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-midget-white-wire-wheels-37500624-1600.jpg Classic MGs are usually insured on an agreed-value classic-car policy, which suits a cherished car driven sparingly rather than every day. A white MG Midget on wire wheels, three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/mg/t-series/ https://britishclassiccars.co.uk/photos/mg-tc-green-front-quarter-9743327-1600.jpg An MG TC. The traditional folded body on an ash frame ran from the pre-war TA right through to the TF in 1955. A green MG TC roadster, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/khx55-1939-mg-ta-52505260352-1600.jpg A pre-war MG TA. The T-Series began in 1936 with this larger, more usable replacement for the overhead-cam Midgets. A black MG TA of 1939, front three-quarter view, UK registration KHX 55 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1948-mg-tc-midget-roadster-16478339319-1600.jpg An MG TC. Old-fashioned even when new, it reached American servicemen and opened the United States to the British sports car. A cream MG TC roadster of 1948 on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/cream-mg-td-on-a-classic-car-run-9827793-1600.jpg An MG TD out on a run. Independent front suspension and rack-and-pinion steering made it the easiest T-type to drive. A cream MG TD on a classic car run, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1946-mg-tc-5840152605-1600.jpg A T-type rewards an unhurried technique, and the cars are simple, tough and superbly supported. A black MG TC of 1946 on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1950-mg-td-5967268251-1600.jpg Under the panels sits an ash body frame; its condition, and the chassis, matter far more than mileage. A red MG TD of 1950 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-mg-tf-midget-roadster-16012607562-1600.jpg The MG TF of 1953–55, the last and most elegant of the line, with faired-in headlamps and a sloping grille. A maroon MG TF roadster of 1953, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-mg-tf-1500-midget-roadster-16476923148-1600.jpg A TF 1500, with the larger engine fitted late in the car's life. A grey MG TF 1500 of 1954 on grass, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-ta-1936-36424770601-1600.jpg An early TA of 1936, the start of the whole T-Series. A red MG TA of 1936 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-white-mg-td-ii-convertible-displayed-indoors-at-the-rahmi-m-19220570-867.jpg A TD, the best-selling T-type and the one that modernised the formula. A white MG TD displayed indoors, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1938-mg-ta-28470364810-1600.jpg A 1938 TA. The pre-war cars carried MG's character straight through the war. A dark MG TA of 1938 at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/front-view-of-a-classic-green-mg-tf-1953-on-display-in-13465517-867.jpg A TF in green. By 1955 the traditional shape gave way to the modern MGA. A green MG TF of 1953 on display, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/mini/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14515401158-1600.jpg A 1960 Morris Mini-Minor, an early example of Alec Issigonis's revolutionary design. More than five million Minis followed over the next forty-one years. A pale blue 1960 Morris Mini-Minor at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14679040416-1600.jpg The original Mini, just ten feet long, carried four adults by turning the engine sideways and putting the gearbox in the sump. It changed every small car that came after. A pale blue 1960 Morris Mini-Minor, front view showing the Morris grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-6038004820-1600.jpg A Cooper S in competition trim. Works cars won the Monte Carlo Rally in 1964, 1965 and 1967, beating far more powerful machinery. A green Mini Cooper race car at a historic circuit meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-woody-1972-29480560077-1600.jpg A woody Traveller, one of many variants. The Mini spawned estates, vans, the Moke, the luxury Elf and Hornet and a long run of special editions. A red woody Mini Traveller estate with a roof rack, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-austin-mini-engine-bay-53997078279-1600.jpg The transverse A-series engine, with the gearbox in the sump. Simple, tough and superbly supported for parts, the Mini is one of the easiest classics to keep on the road. The transverse A-series engine in a classic Mini engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-mini-mayfair-4801588253-1600.jpg A late Rover-era Mini. The car ran in recognisably the same form from 1959 to 2000, outliving the companies that built it and most of its rivals. A British Racing Green Rover Mini with white bonnet stripes, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-cooper-red-white-roof-driving-lamps-18109401-1600.jpg A Mini Cooper in the classic red with a white roof, the performance car that made the Mini a giant-killer. A red Mini Cooper with a white roof and driving lamps, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mini-clubman-1974-32781862537-1250.jpg A Mini Clubman, the squared-off face of the 1970s, sold alongside the original round-nosed car. An orange Mini Clubman saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-austin-mini-1275gt-17909578051-1600.jpg A 1275GT, the sporty Clubman that took over from the Cooper S as the affordable performance Mini. A red Mini 1275GT at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-moke-1965-14038068271-1600.jpg A Mini Moke, the doorless fun car that found fame on beaches and film sets. A yellow early British Mini Moke with a canvas top, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-van-royal-mail-1973-4-with-micha-the-boxer-dog-seeking-the-sh-14515346099-1600.jpg A Mini Van in Royal Mail livery. The cheap, economical commercials sold by the hundred thousand. A red Mini Van in Royal Mail livery with its rear doors open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-riley-elf-29805298362-1600.jpg A Riley Elf, the luxury Mini with a longer boot, a traditional grille and a walnut-trimmed cabin. A grey Riley Elf saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-austin-mini-countryman-52802689640-1600.jpg An Austin Mini Countryman, the estate twin of the Morris Traveller, here in plain all-steel form. A blue all-steel Austin Mini Countryman with a roof rack, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-s-6037471611-1600.jpg A Cooper S in competition, where the Mini earned its giant-killing reputation. A white Mini Cooper S racing on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1977-50153925796-1600.jpg A 1275GT, the affordable performance Mini that carried the idea through the 1970s. A white Mini 1275GT on a street, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/buying-guide/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14679040416-1600.jpg An early Mini. Whatever the model, a sound, original car is a far better buy than a rusty example of a rarer one. A pale blue 1960 Morris Mini-Minor at a show, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-cooper-red-white-roof-driving-lamps-18109401-1600.jpg The Cooper is the performance choice, but it costs far more and demands careful checks on authenticity. A red Mini Cooper with a white roof, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mini-clubman-1974-32781862537-1250.jpg The squared-nose Clubman ran alongside the round-nosed cars. The early Mk1 cars carry the value, the later cars the value for money. An orange Mini Clubman saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1976-the-tunnel-mini-53248400036-1037.jpg A Mini stripped to a bare shell. Rust is what makes or breaks a Mini, so the structure is the single most important thing to check. A Mini stripped to a bare shell under restoration, on a display stand https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-austin-mini-engine-bay-53997078279-1600.jpg The A-series engine is the easy part: tough, simple and cheap to rebuild. The body is what really counts. The transverse A-series engine in a classic Mini engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-mini-cooper-s-6037463939-1277.jpg Because a genuine Cooper is worth so much more than a standard Mini, verify the numbers and history carefully to avoid a clone. A red Mini Cooper S race car at a historic meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-woody-1972-29480559047-1600.jpg A woody Traveller. Condition and originality move prices more than model badges across the whole range. A red woody Mini Traveller at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-moke-1965-14038068271-1600.jpg The open Moke is a sunny-day delight and now among the more valuable Minis. A yellow early British Mini Moke, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-riley-elf-29805298362-1600.jpg The luxury Riley Elf and Wolseley Hornet are among the more affordable and undervalued classic Minis. A grey Riley Elf saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-van-royal-mail-1973-4-with-micha-the-boxer-dog-seeking-the-sh-14515346099-1600.jpg The vans and pick-ups bring working-vehicle character; honest, original commercials are sought-after. A red Mini Van in Royal Mail livery with its rear doors open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1980-54045060222-1080.jpg A 1275GT. The sporty cars cost more than the standard models but well under a Cooper S. An orange Mini 1275GT with a white roof, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14515401158-1600.jpg An early Mk1. The earliest cars are the most collectible and the most expensive; the later cars the more usable. A pale blue 1960 Morris Mini-Minor at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-pick-up-1982-52380403610-1600.jpg A Mini Pick-up. The commercials bring a different flavour and their own following. A white Mini Pick-up at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-6038004820-1600.jpg A competition Cooper. With the fast cars especially, identity and provenance are everything. A green Mini Cooper race car at a historic meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/clubman/ https://britishclassiccars.co.uk/photos/mini-clubman-1974-32781862537-1250.jpg A Mini Clubman, the squared-off face British Leyland gave the Mini in 1969. The same car behind the new nose, sold alongside the round-nosed original through the 1970s. An orange Mini Clubman saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-austin-mini-1275gt-17909578051-1600.jpg The squared Clubman front, here on a 1275GT. The longer bonnet and flat grille gave the ageing Mini a more modern look without the cost of a new car. A red Mini 1275GT with the squared Clubman nose, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1980-54045060222-1080.jpg The 1275GT, the sporting Clubman that replaced the Cooper S in 1971. The 1275cc engine and sports trim made it the affordable performance Mini of the decade. An orange Mini 1275GT with a white roof, rear three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-clubman-estate-1978-42340382740-1600.jpg A Clubman Estate. The squared nose on the longer estate body gave useful load space in the same tiny footprint. A grey Mini Clubman Estate with a red roof, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-clubman-estate-1975-48692274717-1600.jpg Another Clubman Estate. Like every Mini, it is cheap to run, simple to fix and superbly supported for parts. A blue Mini Clubman Estate at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1976-the-tunnel-mini-53248400036-1037.jpg A Mini stripped to a bare shell under restoration. Rust is the Mini's great enemy, so the soundness of the structure is what matters most when buying. A Mini stripped to a bare shell under restoration, on a display stand https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-clubman-estate-1980-46349584034-1600.jpg A late Clubman Estate. The estates are less common than the saloons and make a charming, usable classic. A cream Mini Clubman Estate at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1977-50153925796-1600.jpg A 1275GT in everyday use. Increasingly appreciated, it is the affordable way into a quick, characterful Clubman. A white Mini 1275GT on a street, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-austin-mini-clubman-33227035453-70435493-1600.jpg An Austin Mini Clubman. The squared-nose cars were sold under both the Austin and Leyland badges through the 1970s. A light blue Austin Mini Clubman saloon, rear view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/mini-clubman-1980-7108208-1600.jpg A late 1275GT. By 1980 it was the last of the performance Minis until the Cooper name returned a decade later. A yellow Mini 1275GT by railings, front three-quarter view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/mini-clubman-estate-1978-42340384900-1600.jpg Twin rear doors and no timber: the Clubman estate dropped the Traveller's ash frame entirely. A pale green 1978 Mini Clubman estate on grass at a classic car show, rear three-quarter view, UK registration XEL 295S https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-clubman-estate-1980-46349584474-1600.jpg Roof rack and rally plates: the estate's extra length made it the practical choice for long events. A cream Mini Clubman estate with a roof rack and rally plates on an indoor show stand, UK registration JPA 745V https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/cooper/ https://britishclassiccars.co.uk/photos/mini-cooper-red-white-roof-driving-lamps-18109401-1600.jpg A Mini Cooper in the classic red with a white roof. The Cooper added performance and front disc brakes to Issigonis's little car, and turned it into a giant-killer. A red Mini Cooper with a white roof and driving lamps, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mini-cooper-green-white-roof-front-9828304-975.jpg A Cooper on a city street. John Cooper saw the standard Mini's potential and persuaded BMC to build a faster version, launched in 1961. A green Mini Cooper with a white roof on a city street, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1964-mini-cooper-s-6037463939-1277.jpg A Cooper S in competition trim. The S was the serious car: a bigger-bore engine, better brakes and the strength to be rallied and raced hard. A red Mini Cooper S race car at a historic meeting, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-6038004820-1600.jpg A Cooper S at a historic meeting. On the Monte Carlo Rally the Cooper S beat far more powerful cars in 1964, 1965 and 1967. A green Mini Cooper race car at a historic circuit meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-mini-mayfair-4801588253-1600.jpg A late Rover-era Mini. Rover revived the Cooper name in 1990, working again with John Cooper, and kept it alive until production ended in 2000. A British Racing Green Rover Mini with white bonnet stripes, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-austin-mini-engine-bay-53997078279-1600.jpg The transverse A-series engine, with the gearbox in the sump beneath it. Tough, simple and superbly supported for parts, it is easy to maintain and tune. The transverse A-series engine in a classic Mini engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/red-mini-cooper-parked-on-a-picturesque-country-road-with-hills-in-17485389-867.jpg A tidy Cooper on the open road. Because a genuine car is worth so much more than a standard Mini, verifying authenticity is the first job when buying. A red Mini Cooper with a white roof on a country road, rear three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/classic-mini-cooper-race-car-9547705-1600.jpg Historic racing keeps the Cooper's competition story alive, and the cars are as quick and agile now as they ever were. A green Mini Cooper race car, number 35, in a paddock https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/morris-mini-cooper-s-1275-mk-ii-police-1967-68-18748382076-1600.jpg A period police Mini Cooper S. The little car's pace made it useful well beyond the rally stage. A white Mini Cooper S in period police livery, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/classic-mini-cooper-parked-next-to-a-gothic-style-stone-building-in-9825833-975.jpg A Cooper at rest. The 1960s cars are the ones enthusiasts most want, and genuine examples command a clear premium. A dark Mini Cooper parked beside a gothic stone church https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/austin-mini-5cwt-van-1962-john-cooper-garages-23836573338-1600.jpg A period John Cooper Garages van. Cooper's own business was at the heart of the cars that carry his name. A green Austin Mini van in period John Cooper Garages signwriting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-s-6038016222-1600.jpg A Cooper S on track. The 1275 S is the one most collectors want. A red and white Mini Cooper S race car, number 7, on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-s-6037471611-1600.jpg The Cooper S in action, where it earned its reputation as one of the great small competition cars. A white Mini Cooper S racing on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/elf-hornet/ https://britishclassiccars.co.uk/photos/1964-riley-elf-29805298362-1600.jpg A Riley Elf, the luxury Mini. The traditional upright grille, the longer formal boot and a walnut-trimmed cabin set it apart from the plain car beneath. A grey Riley Elf saloon at a show, front three-quarter view showing the traditional grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-mk-ii-1966-14643705907-1600.jpg The Elf wore an upright chrome grille in place of the Mini's plain face. Underneath, it was pure Mini, with the same floorpan, running gear and A-series engine. A green Riley Elf saloon at a seaside show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-wolseley-hornet-8774960674-1600.jpg A Wolseley Hornet, the Elf's near-identical twin. It wore Wolseley's grille and badges but shared the longer boot, the woody dashboard and everything underneath. A grey Wolseley Hornet saloon at a show, front three-quarter view showing the Wolseley grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-mk-ii-1966-14643688027-1600.jpg The rear of an Elf, showing the longer, more formal boot with its small fins. The extended tail gave both more luggage space and a more traditional saloon shape. A green Riley Elf at a seaside show, rear three-quarter view showing the extended boot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-mk-iii-1969-19928706123-1600.jpg A later Mk3 Elf. It owns just like any other Mini, cheap to run and well supported, with a plusher cabin and a little more luggage space. A fawn Riley Elf saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-mk-ii-1966-14643699457-1600.jpg When buying, check the longer boot and its surround, which is unique to these cars and can rot, along with the usual Mini rust spots and the interior wood. A green Riley Elf at a seaside show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-1961-25926210798-1071.jpg A period advertisement billing the Elf as the most luxurious small car in the world. A period advertisement for the Riley Elf, headed the most luxurious small car in the world https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-1961-62-33199681141-1446.jpg Another period Riley advert, selling the Elf as grand motoring in miniature. A period Riley Elf advertisement with 1950s fashion illustrations https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wolseley-hornet-7895814628-1600.jpg Another Wolseley Hornet. Beyond the grille and badging there is almost nothing to separate it from the Riley Elf. A grey-green Wolseley Hornet saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wolseley-hornet-mk-ii-1966-2806377-1600.jpg A Wolseley Hornet Mk II. Both cars ran through three marks, broadly mirroring developments on the standard Mini. A silver Wolseley Hornet Mk II on display, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/de/deed.en https://britishclassiccars.co.uk/photos/riley-elf-mk-1-1962-37787706525-1600.jpg A yellow Elf with its longer boot open. The extended tail gave useful extra luggage space over the standard Mini. A yellow Riley Elf with the boot open, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-elf-mk-1-1962-37787712555-1600.jpg The same Elf with the bonnet up. Underneath is the standard Mini A-series engine, shared with the rest of the range. A yellow Riley Elf with the bonnet open, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/moke/ https://britishclassiccars.co.uk/photos/morris-mini-moke-1965-14038068271-1600.jpg An early British Mini Moke. Doorless, open and utterly without pretension, the Moke became a beach and resort runabout the world over. A yellow early British Mini Moke with a canvas top at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/moke-44391114781-1600.jpg A Moke in plain, military-style trim. Designed as a cheap forces vehicle, it failed off-road and found its real life as a fun car instead. A white Mini Moke in plain military-style trim at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-moke-1989-50861487128-1600.jpg A later Moke. After Britain, production moved to Australia and then Portugal, so a Moke may be British, Australian or Portuguese, with detail differences that matter to value. A red Mini Moke with a white top, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-moke-1989-50862298457-1600.jpg A Moke doing what it does best. The open, toy-like character made it a fixture of beaches, resorts and the camera. A red and white open Mini Moke with passengers https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-moke-36835533564-1600.jpg Mechanically the Moke is pure Mini, simple, tough and well supported for parts. The catch is its nature: a fair-weather toy more than transport. A black Mini Moke at an indoor show, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-moke-36835533924-1600.jpg The flat-panelled body traps water, so check the floors, seams and subframe mountings carefully, as many Mokes led hard outdoor lives. A black Mini Moke at an indoor show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-moke-1989-48446262276-1600.jpg Values have risen sharply as the Moke's fun, fashionable image has been rediscovered. A red Mini Moke with a white top at a retail park, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-moke-1968-53393960293-1600.jpg An early British Moke of 1968. The original UK cars are the ones most prized in this country. A red British Mini Moke with a canvas top, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-moke-1967-908067-1280.jpg An early cream Moke. The simple, doorless body and standard Mini running gear made it cheap, light and characterful. A cream Mini Moke with a canvas top at a show, front three-quarter view https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/mini-moke-28964929045-50660279-1600.jpg A teal Moke. Light, basic and fun, it was always more a toy than transport, and that is exactly the appeal. A teal Mini Moke at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1989-mini-moke-25-15760851-1600.jpg A late Moke 25, a Portuguese-built anniversary edition. Production moved from Britain to Australia and then Portugal over the car's long life. A white Mini Moke 25 anniversary edition, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/morris-mini-moke-1965-14041708544-1600.jpg Hood up, the Moke stops being a beach toy and becomes what the army rejected: a very basic utility. A yellow 1965 Morris Mini Moke with its canvas hood raised, on grass at a classic car show, UK registration DPX 747C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/parts/ https://britishclassiccars.co.uk/photos/1969-austin-mini-engine-bay-53997078279-1600.jpg The simple, tough A-series engine. Mechanical and service parts are cheap and plentiful, shared across millions of cars and several models. The transverse A-series engine in a classic Mini engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-cooper-green-white-roof-front-9828304-975.jpg The specialist trade and the owners' clubs that support the Mini are among the strongest of any classic, which makes it one of the least daunting cars to take on. A green Mini Cooper with a white roof on a street, front view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mini-1275gt-1976-the-tunnel-mini-53248400036-1037.jpg A Mini under restoration. Repair panels for every rot spot, and even complete Heritage bodyshells, are remanufactured and available. A Mini stripped to a bare shell under restoration, on a display stand https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14515401158-1600.jpg An early Mini. Routine service items, clutches, brakes and engine rebuild parts are all easy to source and inexpensive. A pale blue 1960 Morris Mini-Minor at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-riley-elf-29805298362-1600.jpg The plusher cabin of a Riley Elf. Specialist trim, from wood dashboards to correct badges, is generally findable through the clubs. A grey Riley Elf saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-clubman-1974-32781862537-1250.jpg A Clubman at a gathering. Joining a club is one of the best first moves any new owner can make, for parts, knowledge and community. An orange Mini Clubman saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-moke-1965-14038068271-1600.jpg Even the Moke is well supported, its simple Mini mechanicals shared across the range. A yellow early British Mini Moke, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-mini-cooper-s-6037463939-1277.jpg For the Cooper and Cooper S, the club registers are the recognised route to verifying a genuine car. A red Mini Cooper S race car at a historic meeting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1980-54045060222-1080.jpg Performance parts for the tunable A-series engine are as easy to find as the standard ones. An orange Mini 1275GT, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-woody-1972-29480560077-1600.jpg Even the woody Traveller's timber can be restored or replaced through the specialists. A red woody Mini Traveller, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-van-royal-mail-1973-4-with-micha-the-boxer-dog-seeking-the-sh-14515346099-1600.jpg Body, mechanical and trim parts cover every model, the vans and pick-ups included. A red Mini Van in Royal Mail livery https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14679040416-1600.jpg For the standard cars, almost everything is remanufactured, right down to a complete bodyshell. A pale blue 1960 Morris Mini-Minor, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/special-editions/ https://britishclassiccars.co.uk/photos/mini-cooper-green-white-roof-front-9828304-975.jpg Through the 1980s and 1990s a rapid succession of themed editions, many named after fashionable London districts, kept the ageing Mini in the public eye. A green Mini Cooper with a white roof parked on a London terrace street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14679040416-1600.jpg The standard Mini was the canvas. Special editions dressed the familiar car in new colours, trims and themes, cheaply and effectively. A pale blue 1960 Morris Mini-Minor, front view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-clubman-1974-32781862537-1250.jpg The 1979 1100 Special marked the car's twentieth anniversary and set the template for the many editions that followed. An orange Mini Clubman saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-mini-mayfair-4801588253-1600.jpg A late Rover-era Mini. From the late 1970s the Mini was kept fresh by a steady stream of special and limited editions rather than by redesign. A British Racing Green Rover Mini with white bonnet stripes, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-cooper-red-white-roof-driving-lamps-18109401-1600.jpg The Cooper name returned in 1990 on the limited Cooper RSP, leading to the full production Cooper and a run of 1990s themed cars. A red Mini Cooper with a white roof, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1964-riley-elf-29805298362-1600.jpg The most significant editions are actively collected; many others were paint-and-trim packages whose value rests on condition and rarity. A grey Riley Elf saloon at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-woody-1972-29480560077-1600.jpg Treat a special edition as you would any Mini: the bodywork and rust come first, the special trim and correct details second. A red woody Mini Traveller with a roof rack, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-minor-1960-14515401158-1600.jpg The standard saloon, the canvas for countless colour and trim editions. A pale blue 1960 Morris Mini-Minor, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-1275gt-1980-54045060222-1080.jpg Editions appeared across the range, the sporty 1275GT included. An orange Mini 1275GT, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-moke-1965-14038068271-1600.jpg Even the Moke spawned themed and resort-market versions over its long life. A yellow British Mini Moke, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-van-royal-mail-1973-4-with-micha-the-boxer-dog-seeking-the-sh-14515346099-1600.jpg Fleet and livery variants gave the commercials their own special-edition flavour. A red Mini Van in Royal Mail livery https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1965-mini-cooper-s-6037471611-1600.jpg The Cooper revivals of the 1990s are the most significant of all the editions. A white Mini Cooper S racing on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-austin-mini-countryman-52802689640-1600.jpg From the 1100 Special to the last Coopers, the editions kept the Mini fresh for over twenty years. A blue Austin Mini Countryman, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/traveller/ https://britishclassiccars.co.uk/photos/morris-mini-minor-traveller-1965-14274644614-1600.jpg A woody Morris Mini Traveller. The early estates wore decorative ash framing on the rear body, like a miniature Morris Minor Traveller, with twin side-hinged rear doors. A green woody Morris Mini Traveller at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-woody-1972-29480560077-1600.jpg A red Traveller loaded for a trip. The timber is decorative rather than structural, but it needs care to stay sound and looking right. A red woody Mini Traveller with a roof rack, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-countryman-mk-ii-1000-1968-69-14515340650-1600.jpg An Austin Mini Countryman, the badge-engineered twin of the Morris Traveller. The twin rear doors open onto a surprisingly useful load space. A red woody Austin Mini Countryman with its rear doors open, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-austin-mini-countryman-52802689640-1600.jpg A plain-steel Countryman without the timber. These cheaper all-steel estates own and drive exactly like any other Mini, with a useful boot. A blue all-steel Austin Mini Countryman with a roof rack, side view on a road https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-minor-traveller-1965-14088517447-1600.jpg The rear of a woody Traveller. On these cars, check the timber and the steel beneath it carefully, as trapped moisture can hide corrosion. The rear of a green woody Morris Mini Traveller, showing the timber and twin doors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-woody-1972-29480559047-1600.jpg A red woody Traveller. Good, sound original timber is a real asset on these charming little estates. A red woody Mini Traveller at a show, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-countryman-1961-39807384632-714.jpg An early Austin Mini Countryman. The Austin and Morris versions are identical underneath, so the choice is purely badge and colour. A green woody Austin Mini Countryman, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-countryman-1967-52373705486-1600.jpg A period view of the load area. The twin doors and flat floor gave genuine practicality in a car barely ten feet long. A period illustration of the Mini Countryman load area with the rear doors open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-countryman-1967-52374020939-1600.jpg A blue all-steel Countryman. Without the timber it was cheaper, and it owns just like any other Mini. A blue all-steel Austin Mini Countryman with a roof rack, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-1961-24962009427-1070.jpg A period advertisement for the Traveller. The little woody estate was sold on its practicality and its charm. A period advertisement illustration of a red Morris Mini Traveller https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-1966-30853991611-1600.jpg A cream woody Traveller. The timber framing echoed the larger Morris Minor Traveller and the half-timbered estate tradition. A cream woody Morris Mini Traveller with the rear doors open, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-traveller-1966-22763722528-1600.jpg The load area through the open rear doors. Behind the seats the Traveller offered genuinely useful space in a tiny car. The open rear doors and load area of a Mini Traveller https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/mini/van/ https://britishclassiccars.co.uk/photos/austin-morris-mini-van-royal-mail-1973-4-with-micha-the-boxer-dog-seeking-the-sh-14515346099-1600.jpg A Mini Van in Royal Mail livery. As cheap, economical small commercials, the vans were everywhere, used by tradespeople and large fleets alike. A red Mini Van in Royal Mail livery with its rear doors open, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-van-1979-14724082007-1600.jpg A Mini Van. Built on the longer estate wheelbase with a sealed rear body and no side windows, it gave a small business great usefulness for very little money. A fawn Mini Van at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-pick-up-1982-52380403610-1600.jpg A Mini Pick-up, showing the small drop-side load bed. The rarest of the mainstream Minis and a genuinely useful little flatbed. A white Mini Pick-up at a show, rear three-quarter view showing the load bed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/287hoa-1962-morris-mini-pickup-53754080052-1600.jpg As commercials, the van and pick-up escaped purchase tax, which made them cheaper than the saloon and kept them selling for over two decades. A green Mini Pick-up at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-mini-van-850cc-1963-20310732538-1600.jpg An early 850cc van. The commercials drive exactly like any other Mini and are just as cheap to run and well supported for parts. An early 850cc Mini Van, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bmc-mini-pick-up-c-1961-38952538005-1062.jpg Many vans and pick-ups led hard working lives outdoors, so check the floors, load area, sills and subframe mountings carefully for rust. A blue Mini Pick-up, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-pick-up-1981-48884133468-1600.jpg A tidy Mini Pick-up. Good original examples are now sought-after and quite valuable. A blue Mini Pick-up at a show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-pick-up-52693287657-1080.jpg The pick-up's drop-side bed made it a practical little workhorse in a tiny footprint. A blue Mini Pick-up, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-morris-mini-pick-up-1982-52369301103-1600.jpg A later Mini Pick-up. Production ran to 1983, outlasting several of the passenger models. A blue Mini Pick-up at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-mini-5cwt-van-1962-john-cooper-garages-23836573338-1600.jpg A period John Cooper Garages van. The commercials served businesses of every kind. A green Austin Mini van in period John Cooper Garages signwriting https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ljc702k-austin-mini-van-52255796454-1600.jpg Sliding windows, no rear glass and a longer wheelbase: the van was its own car, not a converted saloon. A turquoise and white Austin Mini van on grass at a classic car show, front three-quarter view, UK registration LJC 702K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-estate-shell-52088333469-1080.jpg Most commercials were worked until this happened, which is why good ones now cost saloon money and more. A bare rusted Mini van shell stripped of panels and glass, standing on a driveway awaiting restoration https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/morris/ https://britishclassiccars.co.uk/photos/morris-minor-police-car-high-street-29485243-1600.jpg A Minor panda car on the high street: no marque wove itself deeper into ordinary British life. A pale blue and white Morris Minor police panda car parked on a British high street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1927-morris-oxford-1697cc-flat-nose-8148785672-1600.jpg A 1927 Oxford: the Flatnose successor to the Bullnose that built Cowley. A dark blue 1927 Morris Oxford saloon with black wings on a showfield, other vintage cars behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a-classic-morris-minor-parked-outside-a-brick-building-in-ely-uk-3791376-1600.jpg Issigonis called the Minor a car for the people; a million buyers agreed. A dark green Morris Minor saloon parked outside a brick building in Ely https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1955-morris-oxford-5833344455-1600.jpg A Series II Oxford: the sensible middle of 1950s Britain, and ancestor of the Hindustan Ambassador. A green 1955 Morris Oxford saloon at a classic car show, front three-quarter view, UK registration SU 7141 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-traveller-wood-estate-34786772-1600.jpg The Traveller's ash frame is furniture-grade woodwork; check it as carefully as the steel. A white Morris Minor Traveller with varnished ash rear framing parked on a town street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/wolseley-1500-2309968913-1600.jpg Wolseley and Riley came into the Nuffield fold and spent thirty years wearing Morris mechanicals. A cream and brown two-tone Wolseley 1500 saloon parked on tarmac, front three-quarter view, UK registration 624 XUF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1924-morris-cowley-bullnose-5733525386-1600.jpg From the Bullnose Cowley to the Eight, Morris undercut everyone and sold the country its first cars. A grey 1924 Morris Cowley Bullnose tourer with brass lamps on museum display, UK registration OR 5885 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wolseley-6-110-2127267587-1600.jpg Nuffield badges travelled: a Wolseley 6/110 sold in Sweden as the best in motoring. A Swedish-language Wolseley 6/110 brochure cover showing the car head-on https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/morris/eight/ https://britishclassiccars.co.uk/photos/1935-morris-eight-tourer-5885709564-1600.jpg A Series I tourer: the car that answered Ford and returned Morris to the top of the sales charts. A maroon and black 1935 Morris Eight four-seat tourer at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-eight-series-i-1935-37-41022031704-1600.jpg A Series I dressed for touring: cheap to buy, but never spartan. The rear three-quarter of a black and blue two-tone Morris Eight Series I on grass with a wicker basket on its luggage rack https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-eight-series-e-1947-37021661714-1600.jpg The Series E restyle: waterfall grille, headlamps in the wings, running boards gone. The front of a dark 1947 Morris Eight Series E showing its waterfall grille and faired-in headlamps, UK registration KTT 399 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-eight-2-seater-tourer-1934-52335540219-1600.jpg The two-seat tourer, now the collector's pick of the range. A dark blue Morris Eight two-seat tourer with its hood raised at an outdoor rally, UK registration JY 4255 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-morris-eight-3660373493-1600.jpg The winged-eight mascot: period accessory catalogues dressed many Eights like this. Close-up of a Morris Eight radiator badge and winged-eight bonnet mascot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-8-series-ii-1938-35229745414-1600.jpg A Series II saloon in museum care: easy-clean wheels mark the 1937 revision. A dark blue 1938 Morris Eight Series II saloon displayed in a museum beside an information board https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-morris-eight-tourer-9086688491-1600.jpg 918cc, three forward gears and no urgency at all: it is a car for looking out of, not hurrying in. A black Morris Eight Series E saloon at a classic vehicle rally, front three-quarter view, UK registration HKB 146 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1947-morris-8-series-e-5849844506-1600.jpg Cheap to buy and cheap to keep: the Eight remains the most affordable route into pre-war motoring. A green and black 1947 Morris Eight Series E saloon on grass at a classic vehicle show, front three-quarter view, UK registration CRS 887 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jld717-1947-morris-eight-series-z-telephone-utility-5637028823-1600.jpg Post Office Telephones ran fleets of Series Z vans, and a few have survived in their working colours. A green 1947 Morris Eight Series Z utility van in Post Office Telephones livery on a country road, UK registration JLD 717 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-morris-8-two-seat-tourer-5840165079-1600.jpg The two-seat tourer cost a little less than the saloon and is now worth rather more. A red and black Morris Eight two-seat tourer parked on tarmac, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1938-morris-8-40-series-ii-tourer-12183207716-1600.jpg Over 350,000 Eights were built, and Cowley's best-seller still turns up at every local show. A green and black Morris Eight Series II saloon on grass at a classic vehicle show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-family-eight-sports-coupe-1932-10124029065-1600.jpg Parked where it always was: small pre-war Morrises remain usable on modern roads, within reason. A black Morris Eight parked on a village street beside a brick building, UK registration FUW 458 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/morris/marina/ https://britishclassiccars.co.uk/photos/1975-morris-marina-52157688266-1600.jpg A 1975 Morris Marina saloon in period olive green. The conservative three-box shape from Roy Haynes's team and the proportions that BL's product planners reckoned the UK family-saloon market wanted. An olive green 1975 Morris Marina four-door saloon at an outdoor classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/nss103p-morris-marina-estate-1-8-sdl-52255797349-1600.jpg A 1975–76 Marina 1.8 SDL Estate. The estate was generally regarded as the best Marina to drive, partly because the additional rear weight settled the back end. A bright blue Morris Marina 1.8 SDL Estate (1975–76, NSS103P plate), front three-quarter view on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lma477y-morris-ital-53041457835-1600.jpg A 1982–83 Morris Ital saloon. The Italdesign facelift gave the late-Marina platform a flatter front, rectangular headlights, and another four years of production at Cowley before the Morris badge was retired. A cream Morris Ital four-door saloon (Y plate, 1982–83), front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/ftd869j-1971-morris-marina-1-8tc-coupe-fastback-51349863196-1600.jpg A 1971 Marina 1.8 TC Coupé with vinyl roof. The fastback two-door was dropped during the Mk2 facelift and is now the rarest standard Marina body style. A red Morris Marina 1.8 TC Coupé with black vinyl roof (J plate, 1971), rear three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-marina-1300-l-1980-52130761262-1600.jpg A tidy Marina survivor. Even on a well-kept car the things to check are the same: the shell structurally, the sills and the front-suspension mounts, with mechanicals that are dated but easy to live with. An orange Morris Marina two-door saloon, front three-quarter view at a classic car show, UK registration KOH 125W https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-marina-1-3-gt-1972-19801880285-1600.jpg A 1972 Marina 1.3 GT saloon. The GT badge marked out the trim level rather than a real performance step, with vinyl roof, sports steering wheel and a matt-black grille on the standard 1.3-litre A-series engine. A black 1972 Austin Marina 1.3 GT four-door saloon with red coachline and GT badging on the grille, CKN878K plate, front three-quarter view at a UK classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-morris-marina-ii-gt-34123205236-1600.jpg The Mk2 (Marina II) facelift covered both saloon and coupé from 1975 onwards. This Dutch-market brochure shows the late 1.8 GT in both bodystyles, the closest the late-Marina range came to a performance variant. A 1976 Morris Marina II 1.8 GT Coupé in burgundy with a cream Marina II 1.8 GT saloon behind, period Dutch brochure photograph against a plain studio backdrop https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-marina-van-48218933847-1600.jpg The Marina was also sold as a panel van. The saloon's nose grafted onto a closed-up rear body, competing with the Ford Escort and Vauxhall Astra vans in the British light-commercial market until the early 1980s. An off-white Morris Marina commercial panel van at an indoor classic car show, rear doors open showing the bare cargo bay and a roof-mounted spare wheel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-marina-1-8-super-1978-police-44260515050-1600.jpg A 1978 Marina 1.8 Super in UK police trim. The saloon found service with several constabularies as a low-cost replacement for ageing Vauxhall Victors and Ford Cortinas in non-pursuit duties. A white 1978 Morris Marina 1.8 Super four-door saloon in UK police livery with red flank and roof markings, rear three-quarter view at an indoor museum exhibition, POLICE on the rear plate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/pfd776w-morris-ital-hls-estate-54504981792-1600.jpg The Morris Ital was offered as an estate as well as a saloon. Italdesign restyled the front and trim only, so the Ital Estate's rear bodyshell is shared with the late-Mk2 Marina Estate. A cream 1981 Morris Ital 1.3 HLS Estate, PFD776W plate, photographed at a UK classic car show with the rear tailgate raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/volks-electric-railway-station-with-aa-morris-ital-van-brighton-1987-52665369545-1237.jpg An AA-service Morris Ital van in working livery, Brighton 1987. AA patrol fleets ran late-production Ital vans into the late 1980s, the last working-fleet outing for the Morris badge before the brand was retired. A yellow AA Service Morris Ital van parked outside Volks Electric Railway station on Brighton seafront in 1987, with orange-and-white house livery and an AA roof box https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-austin-marina-advertisement-newsweek-april-9-1973-16773497082-1600.jpg British Leyland's US-market 1973 Newsweek advert. The Marina was sold in North America as the Austin Marina, pitched at $2,575 as 'the tough economy car from British Leyland', borrowing engineering credibility from the rest of the BL range. A 1973 Austin Marina advertisement scanned from Newsweek April 9 1973, showing a white four-door saloon in front of a stone castle with sketched MGB, Jaguar E-Type and Land Rover behind to position the Austin Marina against the rest of the British Leyland US range https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/morris/minor/ https://britishclassiccars.co.uk/photos/1965-morris-minor-1000-saloon-5888030161-1600.jpg A Minor 1000 at a rally: the car half of Britain learned to drive in, still turning out on summer weekends. A grey 1965 Morris Minor 1000 saloon at a classic vehicle rally, front three-quarter view, UK registration CRG 263C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-saloon-terrace-36841219-866.jpg Rack-and-pinion steering and torsion bars beneath a friendly face: small-car engineering years ahead of its price. A pale green Morris Minor saloon parked outside a terrace of brick houses https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1970-morris-minor-1000-traveller-5888571396-1600.jpg The Traveller's varnished ash is structural, not decorative: check it like a boat's timbers. A green 1970 Morris Minor 1000 Traveller with wood-framed rear bodywork at a classic car show, UK registration REE 121H https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-morris-minor-1000-convertible-5898411744-1600.jpg A Tourer with the hood up: the open Minors now lead the family's values. A blue 1964 Morris Minor 1000 convertible with its cream hood raised at a classic car gathering, UK registration GHU 293B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-6-cwt-pick-up-1969-morris-minor-badge-engineered-27998466401-1600.jpg Pickup, tilt and Austin badges: the same commercial Minor was sold through whichever dealer you walked into. A maroon 1969 Minor-based 6 cwt pickup with a canvas tilt over the bed, on grass at a commercial vehicle rally, UK registration KJT 975G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-morris-minor-1000-5641762122-1600.jpg Rack and pinion steering and torsion bars: it handles far better than 1948 has any right to. A grey 1966 Morris Minor 1000 parked outside a brick building, front three-quarter view, UK registration GAN 323D https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-at-mylor-6057257454-1600.jpg Cheap to buy, cheap to run, impossible to dislike: the Minor stays the sensible first classic. A blue Morris Minor 1000 parked on a Cornish quayside at Mylor with moored yachts behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-convertible-front-quarter-7644092-1600.jpg Structure first, always: sills, crossmember and spring hangers decide a Minor's real price. A cream Morris Minor convertible parked on a street, front quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1964-morris-minor-1000-4966332430-1600.jpg Over 1.6 million built across twenty-three years; no British classic is easier to keep on the road. The rear three-quarter of a black 1964 Morris Minor 1000 at a showfield, UK registration FMA 565B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1949-morris-minor-5733531638-1600.jpg The original MM wore its headlamps in the grille; American lighting law pushed them up onto the wings. A green 1949 Morris Minor MM series with headlamps set low in the grille, on museum display, UK registration NPL 409 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-3539276987-1600.jpg Still doing the job it was built for, which is more than most seventy-year-old designs manage. A dark green Morris Minor 1000 parked at the kerb on a British street beside double yellow lines, UK registration FYF 805J https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-saloon-on-a-paved-street-black-and-white-5288737-889.jpg Strip out the colour and the shape still reads instantly; that was Issigonis's real trick. A black and white photograph of a Morris Minor saloon parked against a plain wall on a paved street https://www.pexels.com/license/ https://britishclassiccars.co.uk/morris/minor-van/ https://britishclassiccars.co.uk/photos/wue847h-1970-morris-minor-van-5637019099-1600.jpg The red Royal Mail Morris Minor van, the image the model is most remembered for. The Post Office was by far its largest single customer. A red Royal Mail Morris Minor van, front three-quarter view, parked at a museum village on a sunny day https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lmg309k-morris-minor-van-gpo-telephones-yellow-livery-5224342026-1600.jpg A Post Office Telephones van in the later yellow livery, roof ladder fitted. The telephone side of the GPO ran its own large Minor-van fleet alongside the red mail vans. A yellow Post Office Telephones Morris Minor van in side profile with a ladder on the roof rack, on a country road https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-post-office-telephones-1968-53802442318-1600.jpg The earlier dark green Post Office Telephones livery, used before the change to yellow at the end of the 1960s, in a period workshop. A dark green 1968 Post Office Telephones Morris Minor van in a period garage hung with old number plates and oil-company signs https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-pick-up-1954-30791640130-1600.jpg A Morris Minor pick-up in period trade livery. The pick-up and chassis-cab versions did everything from corn-merchant rounds to mobile shops, sharing the van's running gear but with an open bed. A yellow Morris Minor pick-up in period corn-merchant livery at an indoor show, front three-quarter view with a wood-railed load bed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wlf801g-ex-british-telecom-morris-minor-van-5407533703-1600.jpg An ex-Post Office Telephones van still in yellow, the livery the telephone fleet wore into the British Telecom era. The roof ladder is a working detail these vans almost always carried. A yellow ex-British Telecom Morris Minor van on a country road, front three-quarter view with a roof ladder fitted https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-morris-minor-van-9117852193-1600.jpg A Morris Minor van. Beyond the Post Office, this was the default delivery vehicle for the corner shop and the high-street co-operative across post-war Britain. A blue Morris Minor van, front three-quarter view at a classic car show, UK registration KYH 305K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-van-6073133256-1600.jpg A Minor van still earning its keep as a shop's rolling advertisement. Many survive in exactly this role, lettered up for a local business that values the nostalgia as much as the load space. A dark green Morris Minor van in H Morgan Carpets trade livery parked outside the shop on a high street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-van-1963-51687501084-1600.jpg A plain black van of 1963. Stripped of livery, the shape is just the Minor saloon's nose grafted onto a boxy load body, the simple recipe that made it so easy to build and repair. A black 1963 Morris Minor van, front three-quarter view at a show, plain unlettered livery with chrome grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-morris-minor-van-9117883193-1600.jpg A restored 1969 van. By the late 1960s the Minor van was the long-serving survivor of its class, still selling while its 1950s rivals had long been replaced. A two-tone cream and blue 1969 Morris Minor van at an indoor show, front three-quarter view, restored condition https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-morris-minor-van-lcv-9117996323-1600.jpg A 1972 van, from the very end of production. Commercial versions ran on into early 1972, a couple of years after the saloon, closing out a near-twenty-year run. A dark green 1972 Morris Minor van on grass at a show, front three-quarter view, one of the last built https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-van-with-windows-1971-52322812592-1600.jpg A van fitted with side windows, the glazed conversion that turned a load-carrier into rudimentary passenger transport. It is the bridge between the plain van and the timber-framed Traveller estate. A blue 1971 Morris Minor van fitted with side windows, in a line of classic vans on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-minor-van-1971-51535477724-1600.jpg A Minor van turned micro-camper, awning out and roof box fitted. The same small, simple, easily-fixed van that did the deliveries also made an endearing if tiny holiday vehicle. A pale blue 1971 Morris Minor van converted to a micro-camper, rear doors open with a roof box and side awning at a campsite https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/morris/oxford/ https://britishclassiccars.co.uk/photos/morris-oxford-series-iii-saloon-1958-14268404307-1600.jpg A Series III Oxford in period two-tone: the sensible middle of 1950s Britain, and the car India adopted. A two-tone green 1958 Morris Oxford Series III saloon at a classic car show, front three-quarter view, UK registration 1942 AC https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-morris-oxford-mo-traveller-13688391364-1600.jpg An MO Traveller: the Minor's big brother, ash frame and all. A cream 1953 Morris Oxford MO Traveller with wood-framed rear bodywork at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-oxford-series-vi-1968-14733518569-1600.jpg A late Farina Oxford: Pininfarina lines, B-series dependability, fleet-car Britain. A maroon 1968 Morris Oxford Series VI saloon at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-oxford-9062383004-1600.jpg Two-tone Farina: trim and brightwork are the hunt, mechanicals never are. A red and grey two-tone Morris Oxford at a classic car show, front three-quarter view, UK registration LPG 53D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-oxford-estate-3797826451-795.jpg An Oxford Traveller in traffic, doing what Oxfords always did: working. The rear of a dark Morris Oxford Traveller estate waiting at traffic lights https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-morris-oxford-4966336530-1600.jpg A pair of Farinas: around 870,000 post-war Oxfords were built at Cowley. Two pale blue Morris Oxford Farina saloons parked together on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1923-morris-bullnose-oxford-8928128306-1600.jpg The rounded radiator that named a generation: Cowley built its reputation on the Bullnose. A maroon 1923 Morris Bullnose Oxford tourer with brass fittings and a folded hood, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-oxford-series-iii-1957-58-11012016694-1600.jpg The B-series Oxfords did the ordinary work: taxis, reps' cars and the family's first new saloon. A cream Morris Oxford Series III at an indoor classic car show, front three-quarter view, UK registration 229 XUM https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-for-1960-4822661419-851.jpg Sold across Europe and licence-built in India as the Ambassador, where it outlived Cowley by decades. A Danish-language Morris brochure page showing the Morris 850 alongside the Morris 1000 and Oxford https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/morris-oxford2-3375819737-1600.jpg Soft, roomy and entirely unhurried: an Oxford asks nothing of the driver but patience. A green Morris Oxford Series VI parked at the kerb on a street, front three-quarter view, UK registration FMT 289J https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1931-morris-major-six-6322761094-1600.jpg Pre-war Cowley cars cost more than post-war ones, and the Bullnose more than anything else here. A blue 1931 Morris Major Six with chrome radiator and headlamps on grass at a vintage rally, UK registration GSV 991 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1923-morris-bullnose-oxford-9117876769-1600.jpg Bought-in engines and a bought-in gearbox: William Morris assembled rather than manufactured. Close-up of the engine bay of a Bullnose Morris Oxford with the bonnet side raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/nuffield/tractors/ https://britishclassiccars.co.uk/photos/nuffield-universal-tractor-flickr-mick-lumix-18256010-1600.jpg An immaculate Nuffield Universal. The bright Poppy Orange the marque wore from 1948 made it stand out against the grey Fergusons and blue Fordsons of its day, and it is half the reason Nuffields are collected now. An immaculately restored orange Nuffield Universal tractor on display outside a garden centre https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/nuffield-universal-m4-72608808-1600.jpg A Nuffield Universal, the production tractor that launched at the Smithfield Show in December 1948 and was built at the former Wolseley car works at Ward End in Birmingham. An orange Nuffield Universal being driven on a show field, a man at the wheel, registration 55408 https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/red-nuffield-10slah60-pic2-25370265-1600.jpg A Nuffield 10/60, one of the ten-series built at Bathgate from 1964 and named for its ten-speed gearbox. The BMC badge marks the diesel engine shared with the group's cars and lorries. An orange Nuffield 10/60 with a BMC badge, front three-quarter view at a show beside a green wagon http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/uce153-nuffield-universal-three-147910871-1600.jpg The Nuffield orange in full: a Universal Three, the late-1950s successor to the M-series. Poppy Orange ran right through the Nuffield years until the 1969 switch to Leyland blue. A vivid orange Nuffield Universal Three, registration UCE 153, at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/nuffield-460-68557917-1600.jpg A beautifully kept Nuffield 460, the four-cylinder model. On any Nuffield the engine is the thing to understand: the BMC diesels use wet cylinder liners, so check first for water in the oil or oil in the coolant. A glossy orange Nuffield 460 tractor in side profile on a lawn https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/nuffield-tractor-lux-974f-25-may-2026-193279995-1600.jpg A 4/65 on the road. A tidy running 10/60 or 4/65 is the sensible Nuffield, common enough to be affordable and well enough supported to be practical. An orange Nuffield 4/65, registration LUX 974F, on a street http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/nuffield-465-tractor-gdsf-2022-43-122515910-1600.jpg A Nuffield drawing the eye at the Great Dorset Steam Fair. Nothing else on the showground is quite that colour, which is a good part of the appeal. An orange Nuffield 465 tractor at the Great Dorset Steam Fair, a rider aboard https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1965-nuffield-10-60-165133498-1600.jpg A 1965 Nuffield 10/60, the best-known of the Bathgate ten-series. An orange Nuffield 10/60 at a vintage rally https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/nuffield-3-45-11315930-1600.jpg A Nuffield 3/45, the three-cylinder model of the 1967 range. An orange Nuffield 3/45, registration PPY 499G, at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/nuffield-universal-1-135880563-1600.jpg An early Universal in clean side profile, the shape that started it all in 1948. An orange Nuffield Universal in side profile at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/nuffield-10-42-1964-8167778167-70121531-1600.jpg A cabbed Nuffield 10/42 of 1964, the smaller of the ten-series. An orange Nuffield 10/42 fitted with a cab, at a show http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/view-of-a-nuffield-dm4-in-the-st-albans-steam-and-country-show-geograph-org-uk-4503298-129459213-1600.jpg A Nuffield DM4, the early diesel Universal, at the St Albans steam show. An orange Nuffield DM4 at the St Albans steam and country show, other tractors lined up behind https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/umj299-1958-nuffield-universal-147910872-1600.jpg A 1958 Universal in honest, lightly weathered orange. An orange Nuffield Universal, registration UMJ 299, at a show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/nuffield-465-27943683-1600.jpg A Nuffield 465 with a seed drill mounted, the working role these tractors were built for. An orange Nuffield 465 with a seed drill attached, at a show https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/old-tractor-brands/ https://britishclassiccars.co.uk/photos/1945-fordson-major-model-e27n-antique-tractor-49497834581-113185217-1600.jpg A Fordson Major E27N in preservation. Most of the old tractor brands survive only like this, and at the rallies. A restored blue and orange 1945 Fordson Major E27N displayed in a museum hall of vintage vehicles https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/fordson-major-tractor-cophill-farm-vintage-rally-2012-19629853-1600.jpg The 1950s Fordson Major, the marque's last great volume tractor before Ford retired the name in 1964. A blue Fordson Major with orange wheels at a vintage rally, side view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/ferguson-te20-edmound-hillary-3746147-1600.jpg The Fergie that went furthest: Edmund Hillary's team drove modified TE20s to the South Pole in 1958. Edmund Hillary's tracked Ferguson TE20 expedition tractor with canvas cab, preserved indoors http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/david-brown-case-995-tractor-rosudgeon-vintage-rally-cornwall-september-2024-153320916-1600.jpg A late David Brown 995 in the white-and-chocolate era, by which time Case owned the marque. A white and orange David Brown 995 with cab at a Cornish vintage rally http://creativecommons.org/publicdomain/zero/1.0/deed.en https://britishclassiccars.co.uk/photos/leyland-245-tractor-at-weston-39411636-1600.jpg Leyland blue replaced Nuffield orange when British Leyland rebranded its tractors in 1969. A two-tone blue Leyland 245 tractor at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/field-marshall-tractor-1952-52256118913-1600.jpg A Field Marshall, the single-cylinder legend you hear before you see. The rear three-quarter of a green 1952 Field Marshall tractor, UK registration PBH 219 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/roadless-fordson-major-89805946-1600.jpg A Roadless-converted Fordson Major: driven front wheels for the ground an ordinary Major could not touch. A Roadless four-wheel-drive conversion of a Fordson Major at a rally https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1945-fordson-major-model-e27n-antique-tractor-logo-49486400936-113185215-1600.jpg Badges outlive companies. Every one of these names is still supported by clubs and parts specialists. Close-up of the Fordson Major name on the grille of a blue E27N tractor https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/owning-a-classic-car/ https://britishclassiccars.co.uk/photos/1968-jaguar-mk2-21576284928-1600.jpg A Jaguar Mk2, one of the classic British saloons that turns up at every show. Keeping a car like this legal, usable, and protected is what this section is about. A dark green Jaguar Mk2 saloon, front three-quarter view, on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bletchley-park-garage-right-garage-austin-a40-somerset-5107159381-1600.jpg A dry space and somewhere to work is worth more to a classic than any single mechanical upgrade. A black Austin A40 Somerset parked inside a period garage workshop alongside another classic car https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/austin-35-van-12502675953-1600.jpg Buying the cheapest example is how most people spend the most: condition decides the running cost. An unrestored blue Austin A35 van with faded paint and surface rust, parked on gravel by a fence https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mini-estate-shell-52088333469-1080.jpg Where a neglected classic ends up: structural rust costs far more to put right than any mechanical fault. A bare rusted Mini van shell stripped of panels and glass, standing on a driveway awaiting restoration https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rockin-robin-24611991518-1600.jpg The single-marque clubs are the real support network: parts schemes, registers and people who have fixed it before. A white Reliant Robin displayed with its doors and bonnet open on a Reliant Owners Club stand https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/2012-morgan-during-production-15449775890-1600.jpg Knowing how a car was put together is half of knowing how to look after it. A Morgan body being assembled over its ash frame and chassis inside the Malvern factory https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/owning-a-classic-tractor/ https://britishclassiccars.co.uk/photos/phoenix-diesel-field-marshall-c-1950s-35045887473-1600.jpg A 1950s Field Marshall on a summer show field. A classic tractor is one of the cheapest ways into the old-vehicle world, and most of what owning one involves is paperwork rather than spanners. A green 1950s Field Marshall tractor with its tall single-cylinder exhaust, on a showground beside a yellow Ploughmaster tractor https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/field-marshall-tractor-1952-52256118913-1600.jpg A 1952 Field Marshall still wearing its original number. Evidence like this, backed by an old log book or owners' club records, is what lets a tractor keep its number through the V765 route. A green 1952 Field Marshall tractor at a show, carrying its original black and silver registration plate PBH 219 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/peel/p50/ https://britishclassiccars.co.uk/photos/peel-p50-at-manx-transport-museum-peel-isle-of-man-7965563148-1600.jpg A red Peel P50 at the Manx Transport Museum in Peel, the Isle of Man town where the car was built. The single door, the one headlamp, and the whole four-foot length are visible at once. A red Peel P50 microcar on a display plinth at the Manx Transport Museum in Peel, Isle of Man, front three-quarter view showing the single door and three wheels https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-p50-1964-peel-trident-1965-48773441888-1600.jpg The P50, left, alongside its sister model the Peel Trident, which added a clear bubble canopy and a second seat. Both were built by Peel Engineering in the early 1960s. A blue Peel P50 parked next to a red Peel Trident with its clear bubble canopy, both microcars on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-p50-1964-37750463295-1600.jpg Inside, the P50 is as minimal as its size suggests: one seat, a three-speed change with no reverse, and almost nothing else. The minimal interior of a Peel P50, showing a single grey steering wheel with a red gear knob, one seat, and the bare painted bodyshell https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-p50-1964-30332712634-1600.jpg A blue P50 seen from above, the angle that makes the scale land: the whole car is barely longer than an adult is tall, with a single door and three small wheels. A blue Peel P50 microcar at a show, viewed from a high front three-quarter angle showing the single door, three wheels and tiny footprint https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/microcar-pairing-53349537103-1600.jpg A red P50 next to another period microcar. Even among bubble cars and microcars the Peel is the small one, the point past which the idea could not be shrunk any further. A red Peel P50 beside a larger pale blue microcar on a show stand, the P50 dwarfed by its companion https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-p50-at-manx-transport-museum-peel-isle-of-man-7965568732-1600.jpg A red P50 in a transport museum. The single rear wheel and the sheer lack of size are clear from this angle, and the chrome handle for turning the car round by hand sits on the back. A red Peel P50 three-wheeler seen from the rear in a transport museum, its single rear wheel visible, UK registration 9759 MN https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-p50-at-beaulieu-1718683-1590.jpg A red P50 at Beaulieu. Tiny, upright and slow, it draws a bigger crowd at a museum or show than cars worth twenty times as much, which is most of the point of owning one. A red Peel P50 on display at the National Motor Museum, Beaulieu, front three-quarter view http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/1965-peel-p50-petersen-automotive-museum-152741923-1600.jpg A maroon P50 in a US museum collection. The model's fame has carried it well beyond the Isle of Man, into motoring collections on both sides of the Atlantic. A maroon Peel P50 on a rotating display stand at the Petersen Automotive Museum, head-on front view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1964-peel-p50-blue-150998465-1600.jpg A blue P50 at ground level, where its height against a normal car is easiest to read. It stands barely taller than the wing mirrors of the vehicles it parks beside. A bright blue Peel P50 on gravel at an outdoor show, eye-level front three-quarter view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/peel-trident-and-p50-14249204182-1600.jpg Museums put the claim on a board beside it, because visitors rarely believe the car is a car. A blue Peel Trident and a blue Peel P50 on museum display beside a board headed Meet the World's smallest car https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-p50-1964-37750466325-1536.jpg No reverse gear: the handle on the back is how you turned a P50 round, by picking up the tail. Close-up of the front of a blue Peel P50 showing the single headlamp, wraparound screen and the rear handle for dragging it round https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/peel-trident-1965-2x-peel-p50-1964-48773783956-1600.jpg Trident and P50s together: around fifty P50s were built, and the survivors mostly know each other. A red Peel Trident with its bubble canopy beside blue and red Peel P50s on grass at a microcar gathering, UK registration 4497 VZ https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/people/alec-issigonis/ https://britishclassiccars.co.uk/photos/alec-issigonis-1965-birmingham-museums-trust-1024.jpg Alec Issigonis in 1965, between two early Minis outside the Austin works at Longbridge. He designed both the Mini and the Morris Minor, and was knighted in 1969. Alec Issigonis in a suit, standing between two early Minis outside the Austin works at Longbridge in 1965; the Mini on the left wears the registration 621 AOK https://creativecommons.org/licenses/by-sa/4.0/ https://britishclassiccars.co.uk/photos/morris-minor-convertible-front-quarter-7644092-1600.jpg A Morris Minor, the first car Issigonis designed. The 1948 model became the first British car to pass a million sales and stayed in production into the early 1970s. A grey Morris Minor convertible with a red soft top, front three-quarter view, parked on a British high street outside a row of shops https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mini-mini-mini-mini-classic-mini-17808914-1600.jpg A classic Mini, the car that made Issigonis's name. Launched in 1959, its sideways engine driving the front wheels freed roughly 80 per cent of the floor for passengers and luggage. A yellow classic Mini with a white roof, parked in profile on a street outside a white thatched-roof pub hung with flower baskets https://www.pexels.com/license/ https://britishclassiccars.co.uk/reliant/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-orange-front-16697678-1600.jpg The Scimitar GTE, the car that proves the Reliant story was never really a joke. An orange Reliant Scimitar GTE shooting brake, UK registration OLF 9L, parked on a city street beside a brick wall https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1953-reliant-regal-mk1-5732984095-1600.jpg A first-year Regal Mk 1: the three-wheeled formula that built the Tamworth works. A cream 1953 Reliant Regal Mk 1 with its soft top raised, displayed in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bond-reliant-line-up-53066159818-1600.jpg Family gathering: a Bond Bug, built by Reliant after it bought Bond in 1969, leads the three-wheeler line. An orange Bond Bug leading a line of Reliant three-wheelers on a path at a rally https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1962-reliant-sabre-six-49044115103-1600.jpg A Sabre Six in historic racing: the awkward first sports car whose chassis seeded the Scimitar. A red 1962 Reliant Sabre Six racing on a circuit with the number 44 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-kitten-1977-27937940282-1600.jpg A Kitten van, the middle chapter of Reliant's quiet four-wheeled line from Rebel to Fox. The rear of a blue 1977 Reliant Kitten DL van, UK registration YNN 277S https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gt-2-6-se4-1966-15359854480-1600.jpg Glassfibre never rusts; on every Reliant the checks move to the chassis beneath. A champagne-coloured 1966 Reliant Scimitar GT SE4 on grass, front three-quarter view, UK registration HNR 66D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/reliant/fox/ https://britishclassiccars.co.uk/photos/reliant-fox-1985-34842884393-1600.jpg The Reliant Fox: a farmhand in glassfibre, and one of Britain's rarest working classics. A green 1985 Reliant Fox pickup at a vehicle show, front three-quarter view, UK registration B540 CAF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-1984-52319247853-1600.jpg A Tamworth-built Fox. The design began life as an engineering job for MEBEA of Athens. A pale blue 1984 Reliant Fox with hard rear top, front three-quarter view, UK registration B31 FWP https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-kitten-1977-27937940282-1600.jpg The Kitten beneath the Fox: same chassis, same alloy engine, different clothes. The rear of a blue 1977 Reliant Kitten DL van, UK registration YNN 277S https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-custom-1986-52194943973-1600.jpg A hard-topped Fox Custom. A few thousand were built; far fewer survive. The rear of a green 1986 Reliant Fox Custom with hard top, UK registration D148 RAW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-tandy-1984-54138080642-1536.jpg Bench seat, plain dash and a flat load bed behind: everything the brief asked for and nothing else. The interior of a Reliant Fox showing the simple dashboard, bench seat and load area behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-1985-35264827070-1600.jpg The glassfibre body will outlast the chassis beneath it, so start underneath and work up. A pale green 1985 Reliant Fox pickup photographed head-on at a vehicle rally, UK registration B540 CAF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-1985-35612186596-1600.jpg Pickup, van or estate on one chassis: the Fox was sold as whichever the buyer needed. A pale green 1985 Reliant Fox pickup on grass at a vehicle rally, side view showing the open load bed https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-1985-35612207416-1600.jpg Reliant across the tailgate, and an 850cc alloy four doing all the work up front. The rear of a pale green Reliant Fox pickup showing the RELIANT tailgate lettering, UK registration B540 CAF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-custom-1986-52195187839-1600.jpg The hard-top van version turned the Fox into a small trades vehicle with a roof over the load. A green Reliant Fox van with a hard top parked at a vehicle show, front three-quarter view, UK registration D148 RAW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-1984-52319381130-1600.jpg Still working: signwritten Foxes turn up at shows straight from the jobs they still do. A cream Reliant Fox van in chimney-sweep signwriting at a vehicle show, rear three-quarter view, UK registration B31 FWP https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-fox-custom-1986-53204782861-1600.jpg Light, economical and cheap to tax: the Fox made more sense than its sales figures suggest. A green Reliant Fox parked on a seafront promenade, front three-quarter view, UK registration D148 RAW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/unlikely-pairing-53921194007-1080.jpg Two answers to the same question, thirty years apart, and both still earning their keep. A green Morris Minor and a green Reliant Fox van parked together at a vehicle show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/reliant/rebel/ https://britishclassiccars.co.uk/photos/1964-reliant-rebel-9117701695-1600.jpg A first-year Reliant Rebel: the four-wheeler nobody expected from Britain's three-wheeler company. A red 1964 Reliant Rebel on grass at a show, front three-quarter view, UK registration BUE 447B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-rebel-saloon-1972-28941708230-1600.jpg A late Rebel 750. Light, tough and honest, with the alloy engine doing willing work. A yellow 1972 Reliant Rebel saloon at a show, front three-quarter view, UK registration VTE 726L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-rebel-scimitar-gt-1965-66-38457461850-1327.jpg Period advertising paired the humble Rebel with the Scimitar GT: two ends of one glassfibre idea. A period Reliant advertisement showing the Rebel and Scimitar GT together as glassfibre stablemates https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-rebel-700-1968-48791985031-1600.jpg A Rebel 700. Mechanical parts interchange with the three-wheelers; Rebel-only trim is the true rarity. A beige 1968 Reliant Rebel 700, front three-quarter view, UK registration NOX 673G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-reliant-rebel-700-52858639466-1600.jpg Around 2,600 Rebels were built in ten years; survivors number in the low hundreds. The rear three-quarter of a light blue 1969 Reliant Rebel 700 at a show, UK registration XWU 917G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-1974-reliant-rebel-136458349-1600.jpg A bare shell on the spit: glassfibre means a Rebel restoration starts from a far better base than steel. A bare blue Reliant Rebel bodyshell mounted on a rotating stand at a show, with a restorer working on it https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1969-reliant-rebel-700-52859032590-1600.jpg The estate outsold the saloon towards the end, and is the version most likely to turn up today. A light blue Reliant Rebel 700 estate on grass at a classic vehicle show, front three-quarter view, UK registration XWU 917G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-rebel-700-wpc-92g-1969-5675360685-34573554-1600.jpg Four wheels, 700cc and a GB plate: some owners took the Rebel a great deal further than Tamworth expected. A grey 1969 Reliant Rebel 700 parked beside a dry stone wall, rear three-quarter view with a GB plate, UK registration WPC 92G https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/1972-reliant-rebel-700-14013040229-38605492-1600.jpg White roof over blue: late Rebels were trimmed to look like something you might choose rather than settle for. A blue 1972 Reliant Rebel 700 estate parked on a street, front three-quarter view, UK registration KUE 752L https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/1972-reliant-rebel-700-14196423841-38605490-1600.jpg A proper tailgate and a flat floor: the estate did the job a Regal never could. A blue 1972 Reliant Rebel 700 estate parked on a street, rear three-quarter view showing the tailgate https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/reliant-rebel-van-52500400480-125592319-1258.jpg There was a van too, and the owners' club is where the surviving ones tend to surface. A blue Reliant Rebel van on a Reliant Owners Club stand at an indoor show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/reliant-rebel-3-litre-48792131622-1600.jpg Rebel 700 on the bootlid: the engine grew from 598cc to 748cc as Tamworth found more to give. Close-up of the Reliant Rebel 700 badge and boot handle on a beige car https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/reliant/regal/ https://britishclassiccars.co.uk/photos/reliant-regal-21e-700-1973-25327393577-1600.jpg A late Regal 21E: twenty years of three-wheeled practicality distilled. A red 1973 Reliant Regal 21E 700 saloon, front three-quarter view, UK registration OUL 233M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1953-reliant-regal-mk1-5732984095-1600.jpg A first-year Regal Mk 1, from the era of ash frames and aluminium panels before glassfibre arrived. A cream 1953 Reliant Regal Mk 1 with its soft top raised, displayed in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-3-25-super-late-1960s-32954864170-1600.jpg Period advertising leaned on the Regal's working credentials, right down to the Post Office's fleet. A period Reliant advertisement for the Regal 3/25 Super, noting the Post Office's daily use of the model https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-mk-3-convertible-1956-15661296297-1600.jpg A rare Mk 3 convertible: with survivors this scarce, completeness is worth more than condition. A red 1956 Reliant Regal Mk 3 convertible at a show, front three-quarter view, UK registration XRH 416 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-3807607899-1023.jpg The Supervan III: one television series turned a tradesman's van into a national character. A yellow Reliant Regal Supervan III on grass at a classic vehicle show, front three-quarter view, UK registration YRD 569C https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/ujy710-1961-reliant-regal-mk6-buckfastleigh-40705375893-1600.jpg The glassfibre-bodied Mk6 of 1961 is the sweet spot: light, simple and free of the earlier alloy fragility. A white 1961 Reliant Regal Mk6 on grass at a classic vehicle show, side view, UK registration UJY 710 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-21e-700-1973-28419130499-1600.jpg Head-on, the single front wheel is the only clue that anything unusual is going on. A red Reliant Regal 21E 700 photographed head-on at a classic car show, UK registration UUL 233M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-21e-700-1973-28419129369-1600.jpg A GB plate on a Regal suggests an owner with more confidence than most. The rear of a red Reliant Regal 21E 700 showing the GB plate and Regal badging, UK registration UUL 233M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1957-reliant-regal-drophead-16365691159-1600.jpg Reliant offered a drophead almost from the start, which nobody remembers and almost nobody kept. A green 1957 Reliant Regal drophead coupe on grass at a classic vehicle rally, UK registration FDL 149 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-convertible-1954-35084296033-1600.jpg An early alloy-bodied car in museum care: the aluminium panels predate the glassfibre switch. A cream 1954 Reliant Regal convertible on museum display, front view, UK registration NYY 162 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-mark-iii-1956-39618939230-1084.jpg The layout laid bare: a light chassis, a single front wheel and an engine most owners could mend. A period Reliant cutaway illustration showing the Regal three-wheel chassis, engine and suspension https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-regal-21e-700-and-3-30-saloon-1969-73-33074497931-893.jpg Reliant sold freedom rather than frugality, which was optimistic but not entirely wrong. A period Reliant brochure cover headed Get up and go with the new Reliants, showing a Regal beneath a hot-air balloon https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/reliant/robin/ https://britishclassiccars.co.uk/photos/1981-reliant-robin-super-18055434475-1600.jpg The Reliant Robin: mocked by millions, understood by its owners. A red 1981 Reliant Robin Super on grass at a show, front three-quarter view, UK registration DDM 7X https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-robin-9072477692-1600.jpg Under 8cwt, taxed as a tricycle and drivable on a motorcycle licence: the sums made sense. A red Reliant Robin parked on a rural lane beside bare trees, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-robin-25023494148-1600.jpg A mid-1990s Robin SLX: the name returned in 1989 and ran to the end of Tamworth production. The rear of a dark blue 1995 Reliant Robin SLX parked by a hedge, UK registration N207 EBK https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/museum-collections-centre-25-dollman-street-reliant-robin-7278803034-1600.jpg A Robin in Birmingham's museum collection store. Glassfibre survives the neglect that dissolves steel cars. A maroon Reliant Robin in a museum storage collection https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/reliant-robin-17168685955-1600.jpg Driven sensibly it stays on three wheels; the famous footage involved a car set up to fall over. A dark green late-model Reliant Robin parked on a village street, front three-quarter view, UK registration W289 HGV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1979-reliant-robin-850-16477828718-1600.jpg Brake in a straight line, turn gently, keep the weight low: the technique takes about a mile to learn. A light blue 1979 Reliant Robin 850 parked on a paved street, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-rialto-16961286387-1164.jpg Once worth nothing at all, tidy three-wheelers now sell to people who grew up laughing at them. A white Reliant Rialto parked beside a stone wall, front three-quarter view, UK registration G855 JKW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-reliant-rialto-se-estate-14347449513-1600.jpg The Rialto name carried the same idea from 1981, with a squarer nose and a proper estate tail. A red 1986 Reliant Rialto SE estate on grass at a classic vehicle show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mebea-reliant-robin-in-athens-14899658767-1555.jpg MEBEA built Robins under licence in Greece, where the three-wheeler tax logic worked just as well. A white MEBEA-built Reliant Robin on a street in Athens, front view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/the-best-3x3xfar-rockin-robin-24611985498-1600.jpg A hatchback tail and folding seat: it carried more than most superminis of its day. A white Reliant Robin with its rear hatch raised, showing the load space, at an indoor show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rockin-robin-24611991518-1600.jpg The owners' club keeps the parts flowing, which is why so many survive in daily use. A white Reliant Robin displayed with its doors and bonnet open on a Reliant Owners Club stand https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-robin-27687710414-1600.jpg Charity rallies adopted the Robin wholesale; few cars are cheaper to enter or funnier to finish in. A blue Reliant Robin covered in rally decals and fitted with extra lamps, being driven along a quayside https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/reliant/scimitar/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-orange-front-16697678-1600.jpg The Scimitar GTE: fast, practical, and the original of a class every premium brand now builds. An orange Reliant Scimitar GTE parked on a street beneath an ivy-covered wall, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gt-1966-se4-9057694473-1600.jpg The Scimitar GT of 1964: Ogle's crisp coupe put Reliant's sports-car line properly on the road. A blue 1966 Reliant Scimitar GT SE4 coupe parked on a street, front three-quarter view, UK registration HDB 789C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-reliant-scimitar-gte-8926849839-1600.jpg The GTE's rising glass tail invented the sporting estate; Princess Anne bought a string of them. A white 1972 Reliant Scimitar GTE on grass at a show, front three-quarter view, UK registration MMO 99L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/middlebridge-scimitar-gte-1989-45896985721-1600.jpg A Middlebridge Scimitar: only around eighty of the revived, refined GTEs were built. An orange 1989 Middlebridge Scimitar GTE displayed at an indoor show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-se6b-1983-14445902274-1600.jpg A late SE6B: the body cannot rust, so the chassis underneath decides the buying. A silver 1983 Reliant Scimitar GTE SE6B on a showfield, front three-quarter view, UK registration ROX 693Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gtc-1980-31335043412-1600.jpg The GTC convertible of 1980, the rare open Scimitar. The rear three-quarter of a blue 1980 Reliant Scimitar GTC convertible with its hood raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-front-detail-12146990-1040.jpg Quad lamps and a low nose: the GTE face that launched a thousand fast estates. The front of an orange Reliant Scimitar GTE in low light, UK registration MHX 994L https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1975-reliant-scimitar-gte-se5a-3-litre-v6-7178164986-1600.jpg Essex V6 torque and a light glassfibre body: it covers ground far faster than the badge suggests. A green 1975 Reliant Scimitar GTE SE5a on grass at a classic car show, front three-quarter view, UK registration KUW 444P https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/scimitar-se4-10270567694-1023.jpg Before the estate came the Ogle-styled GT coupe, and it is the rarer car by a wide margin. A silver Reliant Scimitar GT SE4 coupe on grass, front three-quarter view, UK registration HNR 65D https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1975-reliant-scimitar-gte-se5a-8724361142-1600.jpg Around 15,000 GTEs were built across three body generations, more than every other Scimitar combined. A white Reliant Scimitar GTE parked on a driveway, front three-quarter view, UK registration C234 EPP https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-1975-14041277835-1600.jpg Glassfibre means no rust in the panels, which is exactly why so many are still on the road. A red Reliant Scimitar GTE parked on grass at a classic vehicle show, front three-quarter view, UK registration KEH 417N https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-gte-2310755408-1600.jpg Period colours suit it: the GTE was aimed at people who wanted to be noticed sensibly. A yellow Reliant Scimitar GTE in a circuit paddock, front three-quarter view, UK registration JYY 912K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/reliant/ss1/ https://britishclassiccars.co.uk/photos/d660edc-1987-reliant-scimitar-ss1-51350604169-1600.jpg The Scimitar SS1: the last Michelotti design, and a far better car than its sales suggested. A red 1987 Reliant Scimitar SS1 with hardtop on a showfield, front three-quarter view, UK registration D660 EDC https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-ss1-1300-1985-20310679410-1600.jpg The original angular panels that divided opinion; the chassis beneath drew nothing but praise. The rear three-quarter of a white 1985 Reliant Scimitar SS1 1300 with hardtop, UK registration B102 VDB https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/scimitar-ss1-3576408272-1024.jpg Sub-tonne weight meant even the Ford-engined cars were brisk; the Nissan turbo made it genuinely quick. A white Reliant Scimitar SS1 with the top down on grass, front three-quarter view, UK registration C771 UNR https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/g120xtw-reliant-scimitar-ss1-53045365852-1600.jpg The smoother later nose treatment previewed the SST and Sabre years. A silver-green late Reliant Scimitar in a showroom, front three-quarter view, UK registration G120 XTW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-sabre-1993-31346509568-1600.jpg The 1992 Sabre was the shape the SS1 should always have worn, and by then the MX-5 owned the market. A red 1993 Reliant Scimitar Sabre parked on tarmac, front three-quarter view, UK registration L618 YVV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-ss1-2650591381-1600.jpg Under 900kg with independent suspension all round: it handles far better than it photographs. A grey Reliant Scimitar SS1 with its pop-up headlamps raised, photographed head-on https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-ss1-1300-1985-20472549286-1600.jpg The galvanised chassis is the good news; the separate plastic panels and their fixings are the bad. A white Reliant Scimitar SS1 1300 on grass at a classic car show, front three-quarter view, UK registration B102 VDB https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-1800-ti-1989-51739304748-1600.jpg The 1800Ti used the Nissan turbo four and reached 60mph faster than most hot hatches of 1989. A red Reliant Scimitar 1800Ti parked at a car meet, rear three-quarter view, UK registration F880 JOD https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-ss1-2661046733-1600.jpg In profile the Michelotti proportions read far better than the much-criticised front three-quarter does. A dark blue Reliant Scimitar SS1 with the hood down parked beside a fence, side view, UK registration G607 TBD https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-ss1-1987-15217044844-1600.jpg Around 1,500 SS1s were built in total, which makes them scarcer now than almost any rival roadster. A red 1987 Reliant Scimitar SS1 on grass at a classic car show, front three-quarter view, UK registration D482 FTS https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-sabre-1-8-turbo-1993-36073433202-1600.jpg Sabre production ran to only a few dozen cars before Reliant gave up on sports cars entirely. A red Reliant Scimitar Sabre 1.8 turbo on grass at a classic car show, rear three-quarter view, UK registration L618 YVV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/reliant-scimitar-sabre-1993-31346510378-1600.jpg A tidy tail at last: the awkward panel joins that dated the SS1 were gone by the Sabre. The rear of a red Reliant Scimitar Sabre showing the tail panel and hood, UK registration L618 YVV https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/riley/kestrel/ https://britishclassiccars.co.uk/photos/1936-riley-kestrel-53083484729-1600.jpg A 1936 Kestrel: Riley's streamlined fastback, one of the most adventurous shapes of its decade. A dark blue 1936 Riley Kestrel fastback saloon with spot lamps at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-kestrel-1300-50386511852-1600.jpg The Kestrel profile that gave the name its glamour: a fastback before Britain used the word. A dark green pre-war Riley Kestrel fastback saloon displayed in a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1934-riley-kestrel-sports-38438479350-1600.jpg A Kestrel-based special at speed: Riley's twin-cam four made club racers of ordinary saloons. A blue 1934 Riley Kestrel sports special racing on a circuit, numbered 33 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-kestrel-1100-1966-32856450048-1600.jpg The 1966 Kestrel 1100: Issigonis engineering below, walnut and diamond badge above. A green and white two-tone 1966 Riley Kestrel 1100 on grass at a show, UK registration JDF 183D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-kestrel-1965-43715352440-1127.jpg Period advertising leaned on exactly what the Kestrel sold: ordinary bones, superior manner. A period magazine advertisement for the Riley Kestrel showing a red car and the slogan asking why Riley owners look so superior https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-kestrel-1966-51291708486-1600.jpg Around 21,000 ADO16 Kestrels were built; a few hundred survive. The rear three-quarter of a pale blue and white 1966 Riley Kestrel at a classic car show, UK registration JYG 443D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1934-riley-kestrel-12-4-special-1496cc-2817302446-1600.jpg Riley's twin-cam-inspired engine took the marque to Le Mans, and specials like this still use it. A blue 1934 Riley Kestrel 12/4 rebuilt as a racing special, carrying race number 55, on grass at a motorsport event, UK registration BMY 498 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1935-riley-kestrel-7260158926-1600.jpg Ash frames, alloy panels and a complicated engine: buy on condition and on the club's advice. A dark green 1935 Riley Kestrel fastback saloon on grass at a classic vehicle show, front three-quarter view, UK registration CLW 170 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-16hp-kestrel-1938-18562893249-1600.jpg The fastback roofline is the whole point: nothing else from a British volume maker looked like it. A grey 1938 Riley 16hp Kestrel with a rear-mounted spare wheel on grass at a classic vehicle show, side view, UK registration GMV 543 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-kestrel-9107135155-1600.jpg Photographed in period, the sloping tail looks even more radical against the upright saloons of its day. A period black and white photograph of a Riley Kestrel fastback saloon, UK registration BNY 17 https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/cotswold-motoring-museum-bourton-on-the-water-mill-gallery-riley-kestrel-1934-14989938916-1600.jpg Museum-kept examples are increasingly how the pre-war Kestrels survive at all. A cream and blue 1934 Riley Kestrel on display in a motoring museum https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/riley-1-litre-kestrel-1938-32856452788-1600.jpg Riley offered the Kestrel body across several engine sizes, from nine horsepower to sixteen. A green 1938 Riley 1.5-litre Kestrel on grass at a classic vehicle show, front three-quarter view, UK registration EKA 439 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/riley/rm/ https://britishclassiccars.co.uk/photos/riley-rme-1-5-saloon-of-1954-14869200778-1600.jpg An RME in the sunshine: the last true Riley, and still the connoisseur's post-war saloon. A cream 1954 Riley RME 1.5-litre saloon on grass at a classic car show, front three-quarter view, UK registration 814 EPW https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/riley-rma-1949-21838965079-1600.jpg A 1949 RMA: fabric roof, sweeping wings and a twin-cam heart in austerity Britain. A black and cream two-tone 1949 Riley RMA saloon parked by a harbour wall, front three-quarter view, UK registration KXA 983 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1950-riley-rmc-roadster-15557375560-1600.jpg The RMC roadster: built with America in mind, now the rarest and dearest of the family. A green 1950 Riley RMC roadster with its hood down at a historic race meeting https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/riley-rmf-1953-14453723024-1600.jpg The 2.5-litre RMF: a 95 mph saloon when most family cars struggled to reach 70. A maroon 1953 Riley RMF 2.5-litre saloon on grass at a show, front three-quarter view, UK registration NYL 489 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-rmd-2-litre-drophead-c-1950-52-16647744913-1600.jpg An RMD amid the workshop clutter: ash-framed bodies reward owners who check the timber first. A grey and blue Riley RMD drophead in a cluttered workshop surrounded by vintage garage signs https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1946-riley-rma-9789154903-1600.jpg An early RMA: around 22,000 RMs were built across all six models. A red and black 1946 Riley RMA saloon at a summer fair, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1946-riley-rmf-5837043908-1600.jpg Twin high camshafts and hemispherical heads: Riley's pre-war engineering carried straight into the RM. A red and black Riley RMF saloon parked on tarmac at a classic car event, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-rma-3418947233-1600.jpg Rack and pinion steering and torsion-bar front suspension: it handles like nothing else of 1945. A dark blue Riley RMA saloon parked outdoors, front three-quarter view, UK registration WFO 760 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/riley-rm-5978600416-1600.jpg Ash frame under steel and alloy panels: the timber is what separates a project from a bargain. A dark Riley RM saloon on grass at a classic car show, front three-quarter view, UK registration KSR 286 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-riley-rmf-8148722775-1600.jpg Coachbuilt bodywork and genuine engineering pedigree, for less than a tidy MGB costs. A dark green 1954 Riley RMF saloon on grass at a classic vehicle show, front three-quarter view, UK registration OWU 103 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1951-riley-rma-6322232215-1600.jpg The chrome grille and diamond badge: Riley sold on dignity as much as on performance. Close-up of a Riley RM radiator grille, badge and auxiliary lamps, UK registration MAU 215 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1952-riley-rma-7329150526-1600.jpg Two-tone paint suits the RM's long bonnet, and a good many owners have chosen it since. A cream and black Riley RMA saloon at a classic vehicle gathering, front three-quarter view, UK registration XS 7642 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/robin-hood/ https://britishclassiccars.co.uk/photos/2005-robin-hood-2b-plus-front-right-at-woking-summer-festival-32042266-1600.jpg A Robin Hood 2B, the round-tube spaceframe Seven-style car built from 1999. One cheap Ford donor plus one kit was all it took to put a car like this on the road. A blue and silver Robin Hood 2B Plus, a Lotus-Seven-style open roadster with a roll bar, front three-quarter view on grass https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/2003-robin-hood-2b-136253617-1600.jpg A Robin Hood at a show. The cars were the cheapest route into a Lotus-Seven-style roadster, built at home around the running gear of a scrap Ford Sierra. A green and black Robin Hood 2B Seven-style roadster with occupants, three-quarter front view on grass at a show https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/robin-hood-2007-51733270266-1600.jpg A Robin Hood survivor. Because every car was assembled at home, build quality runs from poor to genuinely good, so buy on the quality of the individual build and the paperwork. A yellow Robin Hood Seven-style roadster, registration WK08 AC2, on tarmac at an event https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/stainless-steel-lotus-flickr-foshie-18106759-1600.jpg A Robin Hood with its stainless-steel body left bare and polished. The folded stainless monocoque was the company's signature, cheaper to make than a tubular spaceframe and, in theory, rust-proof. A Robin Hood Seven-style roadster with a bare polished stainless-steel body and black wings, at a classic car show https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/robin-hood-s7-front-left-3490809-1600.jpg A Robin Hood S7, the early stainless-monocoque model. The S7 ran from the late 1980s into the 1990s on Triumph, then Cortina, then Sierra running gear. A red Robin Hood S7 Seven-style roadster, front three-quarter view http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/1987-robin-hood-2-0-front-79012023-1600.jpg A 1987 Robin Hood. By the mid-1990s the company was the highest-volume Seven-style maker in Britain, at over five hundred kits a year. A 1987 Robin Hood Seven-style roadster with a part-stainless body, front view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/1991-robin-hood-s3-2-0-front-79016019-1600.jpg A 1991 Robin Hood S3. The cars were the cheapest route into a Seven-style car, built around a single scrap Ford. A red and yellow 1991 Robin Hood S3 Seven-style roadster, front view https://creativecommons.org/licenses/by-sa/4.0 https://britishclassiccars.co.uk/photos/robin-hood-1986-lotus-7-clone-flickr-mick-lumix-18297753-1600.jpg An early Robin Hood prepared for competition. Light and cheap, the cars made an accessible club racer. A red Robin Hood Seven-style race car with the number 82 and black wings, front three-quarter view https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/robin-hood-s7-kit-car-f115-msh-front-view-geograph-org-uk-7483982-162684243-1600.jpg Another Robin Hood S7, in yellow. Every car was a home build, so colour, trim and finish came down to the individual builder. A yellow Robin Hood S7 kit car, front view, at a show https://creativecommons.org/licenses/by-sa/2.0 https://britishclassiccars.co.uk/photos/robin-hood-sports-cars-flickr-exfordy-18342500-1600.jpg The RHS Cars badge of Robin Hood Sports. The company sold Seven-style cars from the early 1980s until 2006, when the design passed to Great British Sports Cars. A close-up of the RHS Cars badge with a Union Jack on the orange bodywork of a Robin Hood https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/gbsrobinhoodzero-3902369-1600.jpg Sold as a kit and shown as one: the finished car alongside the spaceframes buyers start with. A yellow GBS Robin Hood Zero on a show stand with bare tubular spaceframe chassis displayed behind it https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/photos/gbs-robin-hood-zero-flickr-exfordy-18342385-1600.jpg A row of gauges on a flat panel and nothing else: the Seven formula reduced to its essentials. The cockpit of a Robin Hood Zero showing the row of gauges, a small steering wheel and an exposed gearlever https://creativecommons.org/licenses/by/2.0 https://britishclassiccars.co.uk/rootes/ https://britishclassiccars.co.uk/photos/1951-sunbeam-talbot-90-9695609140-1600.jpg A Sunbeam-Talbot 90, the elegant post-war face of the Rootes Group and the car that kept its rally reputation alive. A two-tone brown 1951 Sunbeam-Talbot 90 drophead at a street gathering, front three-quarter view, UK registration JOU 425 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rootes-group-1959-models-51008204676-1600.jpg Salesmanship first: the brothers built the empire from the showroom outwards, and the advertising never let you forget it. A period Rootes advertisement headed Top the Bill at Every Show, picturing the 1959 Hillman, Sunbeam and Humber models https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-hillman-sunbeam-singer-range-for-1963-50999051776-1600.jpg One family, five suits: the 1963 range from stately Super Snipe to sporting Alpine in a single lineup. A period advertisement showing the 1963 Rootes range, a Humber Super Snipe, Hillman Minx, Sunbeam Rapier, Sunbeam Alpine and Singer Vogue in a line https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-sunbeam-rapier-17120663820-1600.jpg The Audax line at its sharpest: a Series Rapier wearing the transatlantic style of the Loewy years. A silver-grey Sunbeam Rapier Series saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-hillman-imp-mk-i-gt-saloon-37366292652-1600.jpg The Imp: the boldest thing Rootes ever did, and the bet that broke the bank. A white 1964 Hillman Imp Mk I at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/humber-sceptre-1966-26876260593-1600.jpg Shared engineering across the badges keeps Rootes classics simple and affordable to run. A grey 1966 Humber Sceptre on grass at a show, front three-quarter view, UK registration PRP 335D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hillman-1964-models-51066559987-1600.jpg Hillman advertising of 1964, selling reliability, value and a Super Minx that ran 27,000 miles non-stop. A period Hillman advertisement headed Hillman Sets a Dazzling Pace in Quality and Value https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/singer-chamois-1966-9057648473-1600.jpg A Singer Chamois, the better-trimmed Imp, with the family party trick on show: the opening rear window. A white 1966 Singer Chamois with its rear window propped open at a showground https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-talbot-90-1952-2103345411-1023.jpg A Sunbeam-Talbot 90 in preservation; Stirling Moss rallied one to second place on the 1952 Monte Carlo. A cream 1952 Sunbeam-Talbot 90 drophead displayed in a museum https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/rover/ https://britishclassiccars.co.uk/photos/1972-rover-p5b-3500-v8-coupe-8727350206-1600.jpg A P5B coupe: the car Downing Street trusted, in the two-tone the period loved. A black and gold two-tone 1972 Rover P5B 3500 V8 coupe at a classic car show, front three-quarter view, UK registration JDS 742K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1909-rover-15-5563663487-1600.jpg Rover built bicycles, then motorcycles, then this: the 1909 cars still carry the cycle-trade badge. A red 1909 Rover 15 with brass lamps and a wooden-framed cab on museum display beside an early Rover motorcycle, UK registration FM 095 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-on-a-london-street-17104544-867.jpg A P4 in town: the dignified 'Auntie' Rovers rebuilt the marque's post-war name. A black Rover P4 saloon parked on a London street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1972-rover-p6-3500s-v8-7172281874-1600.jpg A P6 3500S: advanced structure, V8 pace, and the first European Car of the Year badge in the cabinet. A gold 1972 Rover P6 3500S V8 at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1986-rover-sd1-8723186587-1600.jpg A late SD1: supercar lines on an executive hatchback, and a second Car of the Year title. A black 1986 Rover SD1 at a classic car show, front three-quarter view, UK registration C716 FFF https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1936-rover-10-8148830071-1600.jpg Pre-war Rovers still turn out at local shows, and the club network behind them is unusually good. A grey and black 1936 Rover 10 saloon on grass at a classic car rally, front three-quarter view, UK registration AWD 984 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/rover/p4/ https://britishclassiccars.co.uk/photos/rover-p4-100-3776165568-1600.jpg A P4 100 in black: Auntie at her most dignified, and the connoisseur's pick of the range. A black Rover P4 100 outside a brick building at a classic car event, front three-quarter view, UK registration 41 DYM https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-black-front-three-quarter-17104546-867.jpg The P4's upright grace; the earliest 75s wore a central Cyclops fog lamp in the grille. A black Rover P4 saloon, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rover-75-p4-8207012938-1600.jpg The lamp that named the car: one central eye, gone by 1952 and much missed since. A cream Rover P4 75 with the single Cyclops fog lamp set in the centre of its grille, front three-quarter view, UK registration JNX 125 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1963-rover-p4-110-8198024674-1600.jpg A late 110, the fastest of the family, in honest unrestored two-tone. A two-tone grey and green 1963 Rover P4 110 on grass at a classic vehicle rally, UK registration AJH 845A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-blue-rear-driving-17179909-1600.jpg A P4 doing what it does best: covering ground quietly, at its own pace. A blue Rover P4 driving on a road, rear three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rover-p4-7070932821-1023.jpg Bank managers, doctors and solicitors: the P4 parked outside the professions for twenty years. A maroon and black two-tone Rover P4 parked on gravel, front three-quarter view, UK registration 585 GJO https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/rover-jet-1-p4-gas-turbine-8205916315-1600.jpg JET 1: the P4 platform that took a gas turbine to 152 mph and rewrote the record books. The Rover JET 1 gas turbine car, a low open two-seater based on P4 running gear, on museum display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-rover-p4-90-saloon-12253137636-1600.jpg Look under the rear wings and along the sills; the aluminium panels are the least of your worries. A cream 1955 Rover P4 90 saloon at a classic car show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-60-5813117788-1600.jpg Four-cylinder 60s sit at the bottom of the range and the bottom of the price list, unfairly on both counts. A cream Rover P4 60 on grass at a classic vehicle rally, front three-quarter view, UK registration DSL 310 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-black-profile-street-17104541-867.jpg Around 130,000 P4s were built across fourteen years and eight badge numbers. A black Rover P4 in side profile on a city street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rover-p4-pininfarina-convertible-11031563675-1600.jpg Pininfarina's one-off convertible: proof the P4 floorpan could carry something less sober. A gold one-off Rover P4 convertible bodied by Pininfarina, front three-quarter view with the hood down, UK registration NHF 800 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p4-100-woodie-8205926025-1600.jpg Coachbuilt woodie conversions turned a few P4s into estates the factory never offered. A Rover P4 100 converted into a wood-framed estate, displayed indoors with its rear door open https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/rover/p5/ https://britishclassiccars.co.uk/photos/1972-rover-p5-3-5-litre-v8-coupe-automatic-7166471882-1600.jpg A P5B coupe: the lowered roofline, the Rostyles, and the presence that ran the country. A dark green 1972 Rover P5B 3.5-litre V8 coupe at a classic car show, front three-quarter view, UK registration JDS 742K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-rover-p5b-6148917054-1600.jpg The 3-Litre: David Bache's imposing original, built like a strongroom and furnished like a club. A white and grey Rover P5 3-Litre parked on cobbles with a club plaque displayed, UK registration SWX 6L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-3-5-litre-3421929379-1600.jpg The B badge meant Buick: an aluminium V8 Rover bought cheap and used for thirty years. A dark blue Rover P5B 3.5-litre V8 coupe on tarmac at a classic car event, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p5-2951704005-1023.jpg A museum-kept 3-Litre: ministries, embassies and the Palace all kept the big Rover in service. A dark green Rover P5 3-Litre displayed in a motor museum, UK registration JGY 280 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/rover-p5-3500135411-1024.jpg The saloon kept its full roof and its headroom; the coupe traded both for the lower line. A cream Rover P5B saloon with its full-height roofline on grass at a classic car show, front three-quarter view, UK registration BLA 259H https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/rover-p5b-2309119494-1600.jpg Heavy, hushed and surprisingly quick once the V8 is awake: a P5B travels rather than hurries. A blue and grey two-tone Rover P5B saloon in side profile at a motor circuit paddock https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-rover-p5b-coupe-10651454823-1600.jpg Half the money of the Jaguar it parked beside, and twice the gravitas. A cream 1969 Rover P5B coupe parked on grass at a classic vehicle gathering, front three-quarter view, UK registration VLD 4G https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p5-at-car-gathering-12147112-1600.jpg Structure beneath, wood and leather within: a P5's price lives in both. A dark Rover P5 saloon at a classic car gathering among other vehicles https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rover-p5-convertible-by-panelcraft-8205927611-1600.jpg A rare Panelcraft convertible conversion: even the establishment's car had its outliers. The rear of a dark blue Rover P5 convertible conversion by Panelcraft at an indoor show, UK registration 500 CBY https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p5-front-grille-detail-12147137-1040.jpg The Viking ship on the establishment's prow: around 69,000 P5s were built. Close-up of a Rover P5 front grille and Viking badge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/rover-3-5-litre-p5b-1971-14099686800-1600.jpg Period two-tones suited the P5B, and Rover offered them long after fashion moved on. A teal 1971 Rover P5B coupe on grass at a classic car show, front three-quarter view, UK registration FXE 429J https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/rover-p5-10555743903-1023.jpg Coupes outnumber saloons among survivors; they were the ones worth saving first. A dark blue Rover P5B coupe on grass at a classic vehicle show, front three-quarter view, UK registration NXC 26H https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/standard/vanguard/ https://britishclassiccars.co.uk/photos/standard-vanguard-phase-1-1951-52-9486788915-1600.jpg A Phase I Vanguard: Detroit lines from Coventry, built to earn dollars. A green Standard Vanguard Phase I on grass at a show, front three-quarter view showing the beetle-back styling https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1952-standard-vanguard-5830405780-1600.jpg One model for every market: home buyers queued behind the export quota for years. A grey-blue 1952 Standard Vanguard Phase I on a street with onlookers, UK registration 92 XUP https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/standard-vanguard-8689843556-1600.jpg The Phase II squared the beetle back into a notchback, and offered Britain's first mainstream diesel car. A pale blue Standard Vanguard Phase II displayed in a museum, side view showing the notchback rear https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-standard-vanguard-vignale-saloon-279449362-1600.jpg The Vignale Vanguard, facelifted by Michelotti, the stylist already shaping Standard-Triumph's future. A green and white two-tone 1960 Standard Vanguard Vignale with its bonnet open at a show, UK registration UAS 364 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1963-standard-vanguard-six-5977992213-1600.jpg A late Vanguard: tough mechanicals, scarce trim, and gentle prices to the very end. A white and green two-tone late Standard Vanguard on grass, front view, UK registration WTN 184A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1951-standard-vanguard-5732984405-1600.jpg A museum-kept Phase I; survivors in Britain now number in the hundreds. A dark green 1951 Standard Vanguard Phase I displayed in a museum, front view, UK registration LCD 923 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1952-standard-vanguard-6793391161-1600.jpg The 2088cc wet-liner four went into Ferguson tractors, TR sports cars and Morgans as well as this. A green Standard Vanguard Phase I on grass at a classic vehicle show, front three-quarter view, UK registration MVC 839 https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/anglia-hillman-and-standard-5276064076-1600.jpg Once as familiar as an Anglia or a Minx; by 1963 the Standard name had gone entirely. A period photograph of a street with a Standard Vanguard estate parked among other British cars of the day https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1952-standard-vanguard-7329135388-1600.jpg Three gears, a column change and a torquey four: it is far less agricultural than it looks. A grey-blue Standard Vanguard Phase I at a classic car gathering, front three-quarter view, UK registration 912 XUP https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/standard-vanguard-piggy-back-7915720850-1600.jpg The club is the parts network; a Vanguard bought without its help is a harder car to keep. A dark green Standard Vanguard on an owners club stand at an indoor classic car show, UK registration NOD 971 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/standard-vanguard-4833718326-1092.jpg One model, sold to the world: Standard's post-war gamble was to build nothing else. A period Standard Motor Company advertisement showing the Vanguard saloon and the Standard Estate Car https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/standard-vanguard-phase-1-1951-52-9486804127-1600.jpg The beetle back was pure 1940s Detroit, which is exactly what the export markets wanted. The rear of a green Standard Vanguard Phase I showing the beetle-back tail, UK registration MVC 839 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/sunbeam/alpine/ https://britishclassiccars.co.uk/photos/wbh53e-sunbeam-alpine-series-5-52016581760-1600.jpg A Series V Sunbeam Alpine, the final and most usable form of Rootes' civilised roadster. A dark blue Sunbeam Alpine Series V with wire wheels on grass at a show, front three-quarter view, UK registration WBH 53E https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/hjg692-1954-sunbeam-alpine-53052478821-1600.jpg The original 1953–1955 Alpine, the rally-bred two-seater that first carried the name. A cream 1954 Sunbeam Alpine with red wheels, side view, UK registration HJG 692 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-sunbeam-alpine-series-ii-roadster-54276235070-1600.jpg The early cars wore proper tailfins; the Series IV restyle of 1964 cropped them into the softer later look. The rear three-quarter of a dark blue 1960 Sunbeam Alpine Series II showing its tailfins https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1968-sunbeam-alpine-series-5-8928015744-1600.jpg Top down, the Alpine still plays the part it had in Dr. No, though Bond's Series II was lake blue. A cream Sunbeam Alpine Series V with the hood down at a busy classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1961-sunbeam-harrington-alpine-series-ii-15931789253-1600.jpg A Harrington Alpine: the coachbuilt glassfibre fastback that took the model to Le Mans. A mint green 1961 Sunbeam Harrington Alpine with darker fastback roof at a period gathering https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-alpine-series-v-1967-14252966589-1600.jpg Hoods, brightwork and Series-specific trim are the scarce items; the mechanicals are shared with a million Rootes saloons. A white 1967 Sunbeam Alpine Series V with its black hood raised, on grass, UK registration SDH 202F https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1966-sunbeam-alpine-series-v-roadster-54276235210-1600.jpg A Series V showing the cropped tail of the post-1964 cars. The rear three-quarter of a champagne-coloured 1966 Sunbeam Alpine Series V on a showfield https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-alpine-rear-detail-33315486-1600.jpg Rear detail: the Alpine's finned lamp clusters and understated script. Close-up of the rear lamp and boot script of a lime green Sunbeam Alpine https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/sunbeam-alpine-harrington-le-mans-1961-63-24524771568-1600.jpg A Harrington Le Mans in competition dress, recalling the 1961 Index of Thermal Efficiency win. A red Sunbeam Harrington Le Mans in racing trim displayed indoors with its bonnet raised https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1961-sunbeam-alpine-1600cc-fuji-fine-pix-s8000fd-54222473261-1288.jpg The optional hardtop turned the Alpine into a snug year-round GT. A red 1961 Sunbeam Alpine wearing its black factory hardtop on a cobbled street https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-alpine-6047473857-1600.jpg Around 70,000 Alpines were built, and Scotland's show season still turns up plenty of them. A white Sunbeam Alpine with a hardtop parked on grass in front of a castle https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/400vhy-1964-sunbeam-alpine-5677261027-1600.jpg Wire wheels were a period option, and rather more Alpines wear them now than left the factory with them. A red 1964 Sunbeam Alpine on wire wheels at a classic car show, front three-quarter view, UK registration 400 VHY https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/sunbeam/rapier/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-1958-mkii-7295731762-1600.jpg A Series Rapier in period two-tone: the sharp suit on the Minx's sensible shoes. A green and cream two-tone 1958 Sunbeam Rapier parked on a suburban grass verge, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-rally-successes-in-1961-23885682029-1457.jpg Rootes sold the Rapier on its results: a period advertisement tallies the 1961 rally season. A period Rootes advertisement listing the Sunbeam Rapier's rally successes of 1961 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bnj467k-sunbeam-rapier-coupe-19483817249-1600.jpg The pillarless fastback of 1967, Roy Axe's sweeping second act for the Rapier name. A light blue Sunbeam Rapier fastback coupe on a showfield, front three-quarter view, UK registration BNJ 467K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-h120-1971-33683921804-1600.jpg The Holbay-tuned H120: twin Webers, close ratios and the fastest four Rootes ever sold. A dark green Sunbeam Rapier H120, front three-quarter view, UK registration BJU 715K https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-series-iii-convertible-1960-31890386558-1600.jpg The Series convertibles carry the strongest values and need the closest structural checks. A pale blue 1960 Sunbeam Rapier Series III convertible with its dark hood raised, rear three-quarter view, UK registration 271 BOY https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-1955-56-22616542679-1600.jpg An early Series I, the first wearer of the Rapier name. The rear three-quarter of a red and black 1955–56 Sunbeam Rapier Series I at an indoor show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-series-iii-1960-25854130407-1600.jpg Period advertising pitched the Rapier at buyers with, in Rootes' words, a zest for living. A period colour advertisement for the Sunbeam Rapier headed Zest for Living https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-1972-36423366186-1600.jpg A late fastback; the shape ran essentially unchanged to 1976. A green 1972 Sunbeam Rapier fastback on grass, front view, UK registration FDU 168L https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/close-up-of-an-antique-sunbeam-rapier-car-grille-showing-its-classic-33712405-975.jpg The Rapier badge on the upright grille of a Series car. Close-up of a Sunbeam Rapier badge and grille https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/817-sro-1963-sunbeam-rapier-at-amberley-5637616390-1600.jpg Two-tone paint and a wrapped rear screen: the Series cars sold sportiness through their tailoring. A gold and cream two-tone 1963 Sunbeam Rapier Series car on display at a museum, front three-quarter view, UK registration 817 SRO https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-3576199646-1024.jpg The 1967 fastback dropped the fins entirely and looked a decade newer overnight. A blue Sunbeam Rapier fastback on grass at a classic car show, front three-quarter view, UK registration 6733 WF https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-rapier-1973-74-13543764745-1600.jpg A late Chrysler-era car: by 1976 the Rapier name had gone, along with most of Rootes. A red Sunbeam Rapier fastback from the mid-1970s parked indoors, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/sunbeam/tiger/ https://britishclassiccars.co.uk/photos/gyo560c-sunbeam-tiger-54505845856-1600.jpg The Sunbeam Tiger: an Alpine to look at, a muscle car to drive. A white Sunbeam Tiger on grass at a show, front three-quarter view, UK registration GYO 560C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-sunbeam-tiger-mk-i-52390201767-1600.jpg A Mk I in North America, the market the Tiger was invented for. A red 1964 Sunbeam Tiger Mk I with hardtop at a North American car gathering, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-260-1965-26874610814-1600.jpg Ford's 260 V8 fills the Alpine engine bay; cooling must be right on every Tiger. The engine bay of a red Sunbeam Tiger showing the Ford V8 and Tiger script https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-sunbeam-tiger-mark-ii-289-v8-2858917676-1600.jpg The Mk II's eggcrate grille, the quickest way to spot the rare 289-engined car. Front detail of a dark green 1967 Sunbeam Tiger Mk II showing the eggcrate grille and Sunbeam script https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/five-sunbeam-tigers-2858116701-1600.jpg Around 7,000 Tigers were built in barely three years; owners gather them in numbers today. A dark green Sunbeam Tiger with the top down leading a row of Tigers on a showfield https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-mk-1-4-2l-v8-1965-28859726713-1600.jpg Outwardly an Alpine with badges: the paper trail, not the panels, proves a genuine Tiger. A white 1965 Sunbeam Tiger Mk I on grass, front three-quarter view, UK registration KAO 509D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-mark-i-260-ford-2858112537-1600.jpg A Mk I wearing the discreet bonnet scoop many owners add for the V8's sake. A turquoise Sunbeam Tiger Mk I with bonnet scoop, front view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-1965-peking-paris-2024-54150746799-1080.jpg A Tiger prepared for the Peking to Paris endurance rally: the V8 recipe still works. A red and white 1965 Sunbeam Tiger in endurance rally trim with spare wheels strapped to its boot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-mk-ii-1967-42927473151-1600.jpg Period stripes suit the Tiger's muscle-car bloodline. A red Sunbeam Tiger with white side stripes at a busy showfield, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-series-1-1966-15799403940-1600.jpg A UK-registered Tiger; right-hand-drive home-market cars are a small minority of production. A blue-grey 1966 Sunbeam Tiger on grass, front three-quarter view, UK registration JJN 534D https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/sunbeam-tiger-mark-i-260-2858091291-1600.jpg The whole car in one glance: a Ford V8 wedged into a bay designed around a 1.6-litre four. A blue Sunbeam Tiger Mk I with its bonnet raised, showing the Ford 260 V8 filling the engine bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-sunbeam-lister-tiger-8083418350-1250.jpg The Lister-developed Tiger: Coventry's V8 roadster taken racing by people who knew how. A green 1964 Sunbeam Lister Tiger competition car on indoor display, front three-quarter view, UK registration ADU 179B https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/ https://britishclassiccars.co.uk/photos/triumph-tr4-white-triumph-tr4-roadster-shown-in-clean-side-profile-11779453-1600.jpg The Triumph TR4, Michelotti's clean-lined roadster that took the long TR line into the 1960s. A white Triumph TR4 with its factory hardtop fitted, in side profile beside a brick barn https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-stag-3-0-v8-3387103344-1600.jpg The Triumph Stag, one of many Triumphs shaped by the Turin designer Giovanni Michelotti. Its bespoke 3.0-litre V8 and T-bar roll hoop made it the marque's most glamorous car. A red Triumph Stag convertible with the top down, showing the T-bar roll hoop https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/front-view-of-a-classic-orange-triumph-spitfire-cabriolet-in-an-exhibition-19089103-1600.jpg The Triumph Spitfire, the affordable open two-seater that outsold every other sporting Triumph and remains the cheapest way into the marque. An orange Triumph Spitfire convertible, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1968-triumph-herald-1200-convertible-tyo-213f-5090227563-1600.jpg The Triumph Herald, a simple, charming saloon and convertible that is one of the friendliest and cheapest routes into classic-car ownership. A red Triumph Herald 1200 convertible with the top down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-orange-in-motion-13774488-1600.jpg The Triumph GT6, a handsome six-cylinder fastback nicknamed the poor man's E-Type. An orange Triumph GT6 fastback coupe photographed in motion https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr4-roadster-green-957784-1600.jpg The Triumph TR4, which brought modern Michelotti styling and the clever Surrey-top roof to the rugged TR line. A green Triumph TR4 roadster with the top down https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-1980-29533073177-1600.jpg The Triumph Dolomite Sprint, a compact sporting saloon whose 16-valve engine was an engineering high point of the British industry. An orange Triumph Dolomite Sprint with a black vinyl roof https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1964-triumph-spitfire-mk1-le-mans-adu1b-5425343265-1600.jpg A works Le Mans Spitfire. Triumph's small cars punched well above their weight in period competition. A green and red Triumph Spitfire Le Mans fastback racing coupe, number 50 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-coupe-5955747826-1600.jpg A Triumph Herald coupe. The separate bolt-together chassis let one design wear saloon, coupe, convertible, estate and van bodies. A green and white two-tone Triumph Herald coupe https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-triumph-tr6-3450033283-1600.jpg The TR6 cemented Triumph's name in America, where the great majority of the 91,850 built were sold. A blue Triumph TR6 on display at a motor museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/acclaim/ https://britishclassiccars.co.uk/photos/triumph-acclaim-1983-14897199026-1600.jpg The Acclaim: Honda bones, Cowley assembly, and the last badge Triumph ever wore. A red 1983 Triumph Acclaim at a classic car show, front three-quarter view, UK registration A47 AEC https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/wuj773y-1983-triumph-acclaim-hls-triomatic-51352673256-1600.jpg An HLS Triomatic: Honda's semi-automatic, rebadged for Britain's most unlikely Triumph. A gold 1983 Triumph Acclaim HLS Triomatic at a classic car show, front three-quarter view, UK registration WUJ 773Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-acclaim-1982-model-51115768629-1480.jpg Period advertising: totally equipped to Triumph, from £4,689, and none of it ironic. A period magazine advertisement for the Triumph Acclaim, headed Totally Equipped To Triumph, showing interior details and prices from 4,689 pounds https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-acclaim-2389678-1600.jpg The last car to wear the Triumph name left Cowley in 1984, and looked like this. A silver Triumph Acclaim parked on a London terraced street in period, side view https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/triumph-acclaim-uk-a-reg-by-parknest-800px-1144042-800.jpg Club stands now make room for the car enthusiasts spent thirty years refusing to take seriously. A red Triumph Acclaim on a club stand at a classic car rally with a Union flag flying behind, UK registration A846 BEC http://creativecommons.org/licenses/by-sa/3.0/ https://britishclassiccars.co.uk/photos/hou229x-triumph-acclaim-52395509431-1600.jpg Light steering, a willing 1.3 and a gearchange no other British saloon of 1981 could match. A cream Triumph Acclaim on grass at a classic vehicle show, front three-quarter view, UK registration HOU 229X https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/a739fut-triumph-acclaim-52990169308-1600.jpg Rust took most of the 133,626; the Honda mechanicals almost never did. A light blue Triumph Acclaim at a classic car show, front three-quarter view, UK registration A739 FUT https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1984-triumph-acclaim-cd-18027560956-1600.jpg A top-trim CD from the final year: when it ended, the Triumph badge ended too. A silver-green 1984 Triumph Acclaim CD at a classic car show, front three-quarter view, UK registration A283 JKP https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/fwk604y-1983-triumph-acclaim-cd-triomatic-51349323540-1600.jpg Triomatic: Honda's three-speed automatic, and the reason many Acclaims led gentle lives. A blue 1983 Triumph Acclaim CD Triomatic on display at a classic car show, front three-quarter view, UK registration FWK 604Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-acclaim-red-3331395-1600.jpg Period browns and beiges dominated the order books, and have almost entirely disappeared. A brown Triumph Acclaim parked outside a building in period, side view https://creativecommons.org/licenses/by-sa/3.0 https://britishclassiccars.co.uk/photos/triumph-acclaim-4323436-1024.jpg Two survivors together: fewer than a thousand of the 133,000 built are still taxed. A red and a beige Triumph Acclaim parked side by side on grass at a classic car show https://creativecommons.org/publicdomain/mark/1.0/ https://britishclassiccars.co.uk/photos/triumph-acclaim-1982-model-51116812085-1474.jpg The launch campaign leaned hard on equipment, because the badge could no longer carry it alone. A 1982 Triumph Acclaim press advertisement showing a silver saloon in open countryside under the headline Totally Equipped To Triumph https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/dolomite-sprint/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-1980-29533073177-1600.jpg The Triumph Dolomite Sprint: British Leyland's answer to the BMW 2002, a compact sporting saloon whose clever 16-valve engine and standard alloy wheels put it years ahead of its rivals. An orange Triumph Dolomite Sprint with a black vinyl roof and alloy wheels, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-triumph-dolomite-8238410160-1600.jpg The Dolomite range began with the rear-drive Toledo and the 1854cc Dolomite of 1972, and by 1976 ran from the 1300 up to the Sprint, all styled by Giovanni Michelotti. The Sprint sat at the top. A blue Triumph Dolomite saloon, front three-quarter view on a street https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-triumph-dolomite-sprint-18171414590-1600.jpg The Sprint's 1998cc engine had a 16-valve head driven by a single overhead camshaft, reaching the mass market roughly a decade before multi-valve engines became common, and it won a Design Council award in 1974. A yellow Triumph Dolomite Sprint with a black vinyl roof, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-1980-29383657647-1600.jpg The Sprint had a real competition record. With the Broadspeed team it took the British Saloon Car Championship manufacturers' title in 1974, and Andy Rouse won the drivers' title outright in a Sprint in 1975. An orange Triumph Dolomite Sprint, rear three-quarter view showing the twin exhausts and Sprint badge https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-1979-14428944277-1600.jpg The Sprint rusts in the familiar British Leyland places, so check the arches, sills and bulkhead. The engine needs respect too: overheating that warps the alloy head is its defining weakness, so a sorted cooling system matters. A maroon Triumph Dolomite Sprint with a black vinyl roof, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-8688735345-1600.jpg With only around 420 Sprints left on UK roads, scarcity supports values: a good car sits between £10,000 and £13,000 and an excellent one between £18,000 and £22,000, well above the lesser Dolomites. A yellow Triumph Dolomite Sprint on display indoors at a museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1977-triumph-dolomite-sprint-auto-17251669583-1600.jpg A Sprint wearing the standard alloy wheels that made it the first British production car so equipped, along with the four-headlamp face and, often, a vinyl roof. An orange Triumph Dolomite Sprint, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-1973-29533070457-1600.jpg A Dolomite Sprint in Mimosa yellow. It was good for around 119 mph and 0 to 60 in about 8.4 seconds, genuinely rapid for a 2.0-litre saloon of the period. A yellow Triumph Dolomite Sprint, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-sprint-1973-14938939383-1600.jpg The Sprint from behind. Just 22,941 were built between 1973 and 1980, and the model is a cult classic today, prized for its clever engine. A yellow Triumph Dolomite Sprint, rear three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-triumph-dolomite-1850-automatic-8916234572-1600.jpg A Dolomite 1850, one of the lesser models in the range. The Sprint is the valuable Dolomite by a wide margin; the 1300, 1500 and 1850 cars are much cheaper. A red Triumph Dolomite 1850, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-1500hl-1980-15372493699-1600.jpg A Dolomite 1500. The range shared its handsome Michelotti body, but only the Sprint had the 16-valve engine and the standard alloys. A yellow Triumph Dolomite 1500HL, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-dolomite-1850-1972-29533075697-1600.jpg A Dolomite 1850. The whole range was rear-wheel drive, an unusual reversal after Triumph's front-wheel-drive 1300 of the 1960s. A gold Triumph Dolomite 1850, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vlj989s-1977-triumph-dolomite-19049527093-1600.jpg A well-kept Dolomite. The cars are well supported for mechanical parts, though Sprint-specific trim and some body panels can be scarce. A white Triumph Dolomite saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/gt6/ https://britishclassiccars.co.uk/photos/triumph-gt6-orange-in-motion-13774488-1600.jpg The Triumph GT6 on the move: a handsome six-cylinder fastback on the Spitfire platform, nicknamed the poor man's E-Type and still one of the most undervalued classic British GTs. An orange Triumph GT6 fastback coupe photographed in motion on a road, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1968-triumph-gt6-5895914448-1600.jpg The fastback roof with its opening rear hatch gave the GT6 the look of a scaled-down Jaguar E-Type. Underneath sat the Spitfire's chassis, but with a smooth 2.0-litre straight-six in place of the four. A red Triumph GT6 Mk1, rear three-quarter view showing the fastback roof, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-mk-ii-1969-30655848223-1600.jpg A Mk2, the car to have. After the press savaged the Mk1's swing-axle handling, the 1968 Mk2 gained a properly engineered rear suspension with Rotoflex couplings that transformed it into a fine-handling GT. A dark teal Triumph GT6 Mk2 fastback coupe, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vlx500m-triumph-gt6-mk3-13997568765-1600.jpg A Mk3, with the restyled cut-off tail shared with the Spitfire Mk4. The straight-six is smooth and long-lived, though the GT6 is a more serious car to own than the Spitfire it is based on. A blue Triumph GT6 Mk3 fastback coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-triumph-gt6-badge-detail-12147179-1040.jpg The GT6 Mk3 badge. When buying, check the GT6-specific panel between the rear lights, which is not reproduced, along with the sills, arches and the drivetrain, the car's known weak point. Close-up of the GT6 Mk3 badge and headlamp on the nose of a red Triumph GT6 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-gt6-mk-3-1973-15115562269-1600.jpg The GT6 remains conspicuously cheap for a handsome six-cylinder GT with E-Type echoes, with the early Rotoflex cars the most prized and Mk3s carrying a small premium. A yellow Triumph GT6 Mk3 fastback coupe, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-red-front-12147146-1040.jpg The GT6's purposeful nose. The model ran from 1966 to 1973 across three marks and around 40,926 cars. A red Triumph GT6, head-on front view against a dark hedge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1967-triumph-gt6-32836948307-1600.jpg An early Mk1. It had the most power for its weight but inherited the Spitfire's swing-axle rear, which the extra weight made notably worse. A red Triumph GT6 Mk1, side view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-mk-1-1969-15301963382-1600.jpg A Mk1 GT6. The smooth 2.0-litre six is shared with the Triumph 2000 saloon and the TR5 and TR6 family. A red Triumph GT6 Mk1, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-triumph-gt6-mk2-37952299006-1600.jpg A Mk2. Triumph's answer to the handling criticism is one of the better listened-to-the-critics stories in British motoring. A red Triumph GT6 Mk2, front three-quarter view on a road https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-mk-2-1969-26440879639-1600.jpg A Mk2 in dark green. The revised rear suspension gave something close to double-wishbone geometry and cured the swing-axle vices. A dark green Triumph GT6 Mk2 fastback coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-triumph-gt6-mk-iii-16337830361-1600.jpg A Mk3, the fastest GT6, good for around 112 mph, though late cars reverted to the cheaper swing-spring rear as a cost saving. A red Triumph GT6 Mk3 fastback coupe, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-triumph-gt6-20574398624-1600.jpg A GT6 at a show. Most mechanical and body parts are available new, the main exception being a few GT6-specific panels. An orange Triumph GT6, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6s-14189241878-1600.jpg The GT6 is a cult underdog whose reputation was made and nearly unmade by the swing-axle saga and then rescued by the Rotoflex Mk2. A pale Triumph GT6 fastback coupe, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/herald/ https://britishclassiccars.co.uk/photos/1968-triumph-herald-1200-convertible-tyo-213f-5090227563-1600.jpg The Triumph Herald in its prettiest form, the convertible. The everyman small car that put Standard-Triumph back on its feet and, almost by accident, gave the company a whole family of sports cars. A red Triumph Herald 1200 convertible with the top down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1962-triumph-herald-6780963884-1600.jpg An early Herald saloon. When the firm's body supplier was bought by a rival and refused to press a cheap monocoque, Triumph fell back on a separate bolt-together chassis, a constraint it turned into a virtue. An early two-tone Triumph Herald saloon on display in a transport museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-coupe-5955747826-1600.jpg A Herald coupe in two-tone paint. One underlying car wore saloon, coupe, convertible, estate and van bodies, and the separate chassis could be shortened to underpin a sports car. A green and white two-tone Triumph Herald coupe, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-convertible-on-a-city-street-12467828-975.jpg A Herald is one of the easiest classics to own. The razor-edge Michelotti styling, the famously tight turning circle and a body that can be fixed at the roadside made it a friendly first classic, and still do. A cream Triumph Herald convertible with the top down on a city street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-herald-1200-7895818804-1600.jpg On a Herald the chassis is the structure, so it is the first thing to check, especially the outriggers behind the bolt-on sills, which let the body sag if they rot. The front trunnions also need regular oiling. A yellow and white two-tone Triumph Herald 1200 saloon, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-triumph-herald-9335565373-1600.jpg The convertible is the Herald to have and commands a clear premium, with the best drop-tops reaching well over £10,000, while saloons remain among the most affordable classics on the road. A cream Triumph Herald convertible with the top down, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-triumph-herald-8927373837-1600.jpg A Herald convertible at a show. A delightful, genuinely affordable open car, and the body style collectors prize most. A white Triumph Herald convertible with the top down at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1971-triumph-herald-8292868221-1600.jpg A late Herald convertible. By the end of the range the cars had front disc brakes and the larger 1296cc engine, making them the easiest of the line to live with. A blue Triumph Herald convertible with the top down, front view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-cabriolet-9010741896-1600.jpg The Herald from behind, top down. The simple folding hood and the upright, glassy cabin made it an airy, practical small convertible. A red Triumph Herald convertible with the top down, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/e-registration-1967-triumph-herald-at-ilkley-7156909247-1600.jpg Well over half a million Heralds were built across twelve years, which is a large part of why they remain so affordable and so well supported today. A two-tone Triumph Herald, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-convertible-green-30651424-975.jpg A Herald in green. The car was built at Canley and, in knock-down kit form, assembled in markets from India to Australia, where the chassis doubled as the build jig. A green Triumph Herald convertible on a street https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-herald-coupe-9486916715-1600.jpg Parts of every kind are readily available for the Herald, which makes it a very practical first classic and an easy car to keep on the road. A smartly presented Triumph Herald, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-6362542985-1600.jpg A Herald being enjoyed on the road. Light, simple and slow, it is genuinely useful and one of the cheapest ways into open-top classic motoring. A maroon Triumph Herald convertible being driven on the road with the top down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1970-triumph-herald-5842565981-1600.jpg A Herald with its one-piece front. The whole bonnet and wings tilt forward in a single panel, giving complete access to the engine. A Triumph Herald, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/parts/ https://britishclassiccars.co.uk/photos/1975-triumph-spitfire-226637190-800.jpg One of the best reasons to own a classic Triumph is how well it is supported. The small cars like the Spitfire are among the best-served British classics, with parts cheap and plentiful. A pale blue Triumph Spitfire 1500 with the top down, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-triumph-tr6-15168322127-1500.jpg The TR sports cars are exceptionally well supported, with body panels, chassis sections, trim and mechanical parts all available new or remanufactured, often from several suppliers. A red Triumph TR6 with the soft top up, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-herald-1200-7895818804-1600.jpg The owners' clubs run their own parts operations. The Triumph Sports Six Club, covering the small-chassis cars and saloons, is one of the largest marque clubs in the world. A yellow and white two-tone Triumph Herald 1200 saloon, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-triumph-stag-8730088914-1600.jpg The Stag's 3.0-litre V8 is the famous restoration job: a proper rebuild with the cooling system uprated and the timing chains renewed is what turns its troubled reputation into a reliable car. A white Triumph Stag with the top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stags-at-fyvie-9120252496-1600.jpg The club network is one of the marque's greatest assets. Joining the relevant club before you buy gives you technical knowledge and spares access worth far more than the membership fee. Several Triumph Stags lined up together at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-gt6-mk-3-1973-15115562269-1600.jpg Classic Triumphs are usually insured on an agreed-value policy, which fixes the payout in advance and suits a cherished car driven sparingly rather than every day. A yellow Triumph GT6 Mk3 fastback coupe, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/spitfire/ https://britishclassiccars.co.uk/photos/front-view-of-a-classic-orange-triumph-spitfire-cabriolet-in-an-exhibition-19089103-1600.jpg A late Triumph Spitfire in bright orange. For the price of a modest saloon, Triumph put a real open two-seater, with wind-up windows and Italian styling, within reach of ordinary buyers, and sold more than 300,000 of them. An orange Triumph Spitfire convertible, top down, front three-quarter view on a museum display stand https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-spitfire-mk-ii-1966-15411701161-1600.jpg An early small-bumper Spitfire. Beneath the pretty Michelotti body sat a shortened Herald chassis and running gear, which is how Standard-Triumph brought the car to market quickly and cheaply. A red Triumph Spitfire Mk2 with wire wheels, top down, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-spitfire-mk-iii-1970-14267836918-1600.jpg A Spitfire Mk3, often called the sweet spot of the early cars. The 1296cc engine made it the peppiest of the small-bumper Spitfires while keeping the original pretty styling. A cream Triumph Spitfire Mk3 with wire wheels, top down, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-spitfire-mk-iv-1971-15267719013-1600.jpg The Mk4 of 1970 brought the cut-off tail to match the GT6 and, more importantly, the swing-spring rear suspension that cured the early cars' snap-oversteer habit. A red Triumph Spitfire Mk4, top down, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-triumph-spitfire-226637190-800.jpg A 1500, the largest-engined and most usable Spitfire. None of them is quick by modern standards, but the appeal is the simple, cheap, wind-in-the-hair roadster experience. A pale blue Triumph Spitfire 1500 with a luggage rack and tan interior, top down, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-spitfire-1500-bonnet-detail-9175374-1600.jpg The chrome script on a Spitfire 1500 bonnet. The whole front panel hinges forward in one piece for superb access to the engine, one of the car's best-loved party tricks. Close-up of a yellow Triumph Spitfire 1500 bonnet beaded with rain, showing the chrome script badge https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1964-triumph-spitfire-mk1-le-mans-adu1b-5425343265-1600.jpg A works Le Mans fastback Spitfire. In 1965 one took a class win in the 1.15-litre GT category, and the aerodynamic fastback racers helped inspire the GT6 coupe. A green and red Triumph Spitfire Le Mans fastback racing coupe, number 50, on display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-triumph-spitfire-mk3-8928012054-1600.jpg A 1967 Mk3 in period company. The raised front bumper arrived on the Mk3 to meet American headlamp-height rules. A cream Triumph Spitfire Mk3, top down, front three-quarter view among other classics at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-triumph-spitfire-mk4-9118016149-1600.jpg A Mk4 in a bold period colour, showing the squared-off tail that sets it apart from the rounded early cars. A magenta Triumph Spitfire Mk4, top down, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-spitfire-1500-1977-14024037683-1600.jpg A late 1500. By the mid-1970s the Spitfire had the 1493cc engine, the best torque of the range and a genuine 100 mph top speed. A green Triumph Spitfire 1500, top down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1979-triumph-spitfire-1500-meppen-01-06-2014-10-touristische-oldtimerausfaht-436-31103878517-1600.jpg One of the last Spitfires. Production ran to 1980, by which point around 314,000 had been built across eighteen years and five marks. A red Triumph Spitfire 1500 at a classic-car rally https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1970-triumph-spitfire-6958127534-1600.jpg A Spitfire from the rear. A simple folding hood and a usable boot made it a more practical open car than the spartan Midget and Sprite it was built to beat. A red Triumph Spitfire, top down, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-spitfire-classic-roadster-5463096-5463096-1600.jpg A Spitfire makes an affordable, characterful classic. Values stay reasonable because Triumph built so many, though the earliest Mk1 and Mk2 cars now command a clear premium. An orange Triumph Spitfire parked under stone arches, side view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1972-triumph-spitfire-21008924420-1600.jpg A Mk4-era Spitfire in yellow. Cheap to buy, cheap to run and superbly supported by the specialists, it is many enthusiasts' first classic. A yellow Triumph Spitfire, top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/stag/ https://britishclassiccars.co.uk/photos/triumph-stag-3-0-v8-3387103344-1600.jpg The Triumph Stag: a glamorous Michelotti-styled four-seat convertible with a bespoke 3.0-litre V8 and the distinctive T-bar roll hoop, conceived to take on the Mercedes-Benz SL at a fraction of the price. A red Triumph Stag with the top down, showing the T-bar roll hoop, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-triumph-stag-8915624767-1600.jpg The Stag began as a Michelotti styling exercise on a Triumph 2000 saloon. The engineering director liked it enough to put it into production for 1970, here wearing its optional removable hardtop. A tan Triumph Stag with its removable hardtop fitted, front three-quarter view among autumn trees https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-1977-14082309740-1600.jpg The Stag's bespoke 3.0-litre V8 was a sibling of the Dolomite slant-four, not two of them joined together, and it actually reached production first. Shared tooling left the water pump mounted high in the block, the root of the cooling troubles. A dark Triumph Stag with the top down, showing the T-bar, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1976-triumph-stag-8730088914-1600.jpg A sorted Stag today. With an uprated cooling system and the correct coolant the V8 runs reliably, and the car delivers exactly the relaxed, open-top, four-seat touring its maker intended. A white Triumph Stag with the top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-triumph-stag-16837374723-1600.jpg When buying, the bodyshell usually costs more to put right than the engine. The A-posts behind the trim are the key tell, along with the sills, floors and rear chassis. A white Triumph Stag with its hardtop fitted, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1972-triumph-stag-9734259460-1600.jpg The market rewards originality. A car with its original, properly sorted Triumph V8 is worth markedly more than an engine-swapped one, and around 92 per cent of survivors keep their original V8. A red Triumph Stag, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-1970-18316073952-1600.jpg An early Stag from the 1970 launch. On looks and concept the car succeeded completely; it was the engineering beneath that let it down. An early Triumph Stag, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-1972-14004025085-1600.jpg The T-bar roll hoop is a Stag signature, added for strength on a big open four-seater and now part of the car's identity. A green Triumph Stag with the top down, showing the T-bar roll hoop, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-7991584566-1600.jpg Around 26,000 Stags were built between 1970 and 1977. A manual car with overdrive is the one to have, and commands a premium over the three-speed automatic. A maroon Triumph Stag with the top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1978-triumph-stag-6148365445-1600.jpg The four-headlamp face and chrome bumpers. The Stag was sold in America only from 1971 to 1973 before being quietly withdrawn after a warranty disaster. A green Triumph Stag with its hardtop fitted, photographed head-on https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mpk809p-triumph-stag-16963371440-1600.jpg The Stag from behind, showing the squared tail. A removable hardtop was offered alongside the folding hood for year-round use. A pale Triumph Stag, rear three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-1975-14576586996-1600.jpg Decades on, the Stag has been rehabilitated from the unkind nickname 'the Triumph Snag' into one of the most charismatic affordable classics of its era. A green Triumph Stag, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stag-2308311413-1600.jpg A Stag in regular use. A deep specialist and club network now supports the car, and the cooling fixes that cure its original faults are mature and widely available. A white Triumph Stag on a street, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-stags-at-fyvie-9120252496-1600.jpg Stags gathered at a show. The Stag Owners Club is the central authority on the car and a large part of why a modern Stag can be dependable. Several Triumph Stags lined up together at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/tr2/ https://britishclassiccars.co.uk/photos/triumph-tr2-1959-14099617059-1600.jpg A Triumph TR2 on a British show field. Launched in 1953, it made its name as the cheapest production car of its day able to top 100 mph, and it started the whole TR line. A red Triumph TR2 with the hood up, UK registration RR 1601, front three-quarter view on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-5853289290-1589.jpg A TR2 racing at Le Mans. The car's cheap speed was proven in competition and in record runs on the Jabbeke highway in Belgium, which helped establish Triumph as a serious sports-car maker almost overnight. A green Triumph TR2 racing car, number 62, on the Le Mans circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-5732992221-1600.jpg An early TR2. Every TR2 shares the small, recessed grille that enthusiasts call the small mouth; the long-door and short-door distinction is in how far the door skin reaches down the body. A black Triumph TR2 with a hardtop, front three-quarter view in a motor museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-6035959478-1600.jpg Under the bonnet sits the 1,991cc Standard wet-liner four. The engine is famously tough and simple to rebuild, so on a TR2 the chassis and bodywork matter far more to a buyer than the mechanicals. A green Triumph TR2 with the bonnet raised in a garage, showing the four-cylinder engine https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-5564244610-1600.jpg A preserved TR2. Only 8,636 were built between 1953 and 1955, which makes any genuine car a scarce thing today. A green Triumph TR2, front three-quarter view in a motor museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr2-2309327886-1600.jpg A TR2 with the optional hardtop. It is the most basic and the most vintage-feeling of all the TRs. A dark blue Triumph TR2 with a hardtop fitted, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-6035405065-1600.jpg A competition TR2 in the paddock. The model has a strong historic-racing following, a legacy of its success in the 1950s. A green Triumph TR2 competition car with the bonnet open in the paddock, UK registration PDU 222 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-5852785089-1477.jpg A TR2 prepared for historic racing. Light, simple and tough, it made an effective and affordable competition car in period and still does. A yellow Triumph TR2 racing car, number 34, on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1954-triumph-tr2-8083408281-1600.jpg The cutaway doors and separate front wings are pure early-1950s sports-car design, and mark the TR2 out as the start of the line. A green Triumph TR2 competition car on display https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1955-triumph-tr2-15022798520-1539.jpg A TR2 hard at work on track. The same rugged simplicity that makes it raceable is what makes it a usable and rewarding road classic. A green Triumph TR2 racing car on a circuit https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-ts2-3812051310-1023.jpg On the TR Register stand: the club has kept these cars documented and running for sixty years. A white Triumph TR2 on a TR Register club stand at a classic car show, front three-quarter view, UK registration 773 EWO https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/swallow-doretti-11032137415-1600.jpg The Swallow Doretti used TR2 running gear under its own body, and Triumph quietly killed it off. A cream Swallow Doretti sports car on indoor display, front three-quarter view, UK registration NBC 742 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/tr3/ https://britishclassiccars.co.uk/photos/triumph-tr3-2308412213-1600.jpg The Triumph TR3, the car that made Triumph's name in America, where the great majority of the 75,000 built were sold. The narrow recessed grille marks this out as an early small-mouth car. A pale blue Triumph TR3 with wire wheels and the hood raised, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-front-grille-17333471-1600.jpg The original TR3's narrow grille, set low and recessed between the headlamps. This small-mouth front is the quickest way to spot an early 1955–57 car. Black-and-white head-on view of an early Triumph TR3 showing the narrow recessed grille and Triumph lettering https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr3-open-bonnet-car-show-17333710-1600.jpg The 1957 facelift, unofficially the TR3A, brought the full-width wide-mouth grille seen here, along with exterior door handles and a boot handle. The great majority of TR3s are this version. Black-and-white front three-quarter view of a Triumph TR3A with the bonnet raised at a show, showing the full-width grille https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/red-triumph-tr3-roadster-43974031760-1600.jpg A TR3 with the hood down. Rugged, simple and quick for its money, it was the car that turned a small Coventry firm into a serious sports-car exporter. A red Triumph TR3 roadster with the hood down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-rear-three-quarter-22021155-1600.jpg The TR3 from behind: a short, tidy tail, wire wheels and a simple shape. The bobtail rear is one of the marks that distinguishes the side-screen TRs from the smoother TR4 that followed. A red Triumph TR3 photographed from the rear three-quarter on a cobbled street, hood down https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr3-1955-62-9510036703-1600.jpg A TR3 with its hood raised. So many were exported when new that a healthy share of the survivors now on British roads are returning imports from the United States. A red Triumph TR3 with the black hood raised, front three-quarter view at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-3670028228-1600.jpg The full-width grille is the quickest tell: recessed on the TR3, flush across the nose on the TR3A. A pale blue Triumph TR3A photographed head-on beside a white fence, showing the full-width grille, UK registration XFO 119 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-5970690729-1600.jpg Cutaway doors, a low screen and 100bhp in under a tonne: it feels considerably faster than it is. A red Triumph TR3A on grass with the hood down and windscreen upright, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-6093013022-1600.jpg Chassis first, always: the outriggers and the rear spring hangers cost more than any panel on the car. A dark blue Triumph TR3A on wire wheels parked beside a wall, side view showing the cutaway doors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-1960-7897899406-1500.jpg Still cheaper than an equivalent Austin-Healey, and the parts and knowledge are just as plentiful. A dark green Triumph TR3A parked outside a building, front three-quarter view https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1960-triumph-tr3a-10699646073-1600.jpg Sidescreens rather than wind-up windows: the club network keeps even the trim items available. A pale blue 1960 Triumph TR3A with the hood raised and sidescreens fitted, on grass at a car meet https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1960-triumph-tr3-10699391975-1600.jpg A boot rack was almost standard equipment, because the boot itself barely holds a weekend bag. A pale blue Triumph TR3A with a chrome luggage rack on the boot lid, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/tr4/ https://britishclassiccars.co.uk/photos/triumph-tr4-roadster-green-957784-1600.jpg The Triumph TR4: the car that dragged the TR line into the 1960s, wrapping the rugged TR mechanicals in a crisp, modern Michelotti body with rack-and-pinion steering. A British Racing Green Triumph TR4 roadster with the top down, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr4-white-triumph-tr4-roadster-shown-in-clean-side-profile-11779453-1600.jpg A TR4 with its Surrey top fitted, the clever removable hardtop with a fixed rear glass that many regard as a forerunner of the Porsche Targa. Beneath the new body sat a carried-over chassis and the proven wet-liner four. A white Triumph TR4 with its Surrey-top hardtop fitted, clean side profile https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/1967-triumph-tr4a-roadster-16337812241-1600.jpg A TR4A. From 1965 it added independent rear suspension, with semi-trailing arms and coil springs, prompted by Triumph's American distributors, which gave it a better ride than the live-axle TR4. A white Triumph TR4A roadster with the top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr4-green-side-18211580-975.jpg A TR4 is a proper, rugged 1960s sports car. The 2.1-litre wet-liner four is torquey and immensely strong, and the controls are heavy and honest, with real period character. A green Triumph TR4, side view, parked outside a building https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr4-rear-badge-red-9845369-867.jpg The chrome TR4 script on the tail. When buying, the separate chassis is the first inspection, along with the sills, floors and wings; the wet-liner engine, by contrast, is one of the strong points. Close-up of the chrome TR4 script badge on the red rear panel of a Triumph TR4 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr4-of-1964-14601324381-1600.jpg A project TR4 sits around £7,500, a really good car around £20,000, and a concours example up to around £38,000, with the independent-rear TR4A carrying a small premium. A red Triumph TR4, front three-quarter view https://creativecommons.org/licenses/by-nd/2.0/ https://britishclassiccars.co.uk/photos/1962-triumph-tr4-5965638968-1600.jpg An early TR4. Of the 40,253 built, the great majority went abroad, mostly to the United States, where the TR sports cars built Triumph's reputation. An early white Triumph TR4, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1963-triumph-tr4-roadster-12096728943-1600.jpg A TR4 at a show. Launched in 1961, it was, in the old phrase, the old axe with a new handle: a sharp new body on proven mechanicals. A white Triumph TR4 roadster at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-triumph-tr4-9648558046-1600.jpg A late TR4. The model brought wind-up windows and a wider body, real civility over the side-screen TRs that came before. A green Triumph TR4, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr4a-1966-15346350623-1600.jpg A TR4A. The independent rear made it the more sophisticated car and pointed the way to the six-cylinder TR5 and TR6 that followed. A Triumph TR4A, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr4-6362513597-1600.jpg The TR4 from behind. Around 28,000 TR4As followed the 40,253 TR4s, and both are rugged, characterful cars with a strong following. A red Triumph TR4, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr4-interior-wood-dash-37400207-867.jpg Inside a TR4, with its wood-rimmed wheel and simple dashboard. The cabin is snug and honest, in keeping with the car's rugged character. The interior of a Triumph TR4, showing the wooden dashboard and wood-rimmed steering wheel https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr4-cotswold-cottage-27868723-866.jpg A TR4 makes a characterful, usable classic. Parts supply is excellent through the TR specialists, and the simple, well-understood mechanicals make it a sensible car to restore. A red Triumph TR4 with the top down parked in front of a honey-stone Cotswold cottage https://www.pexels.com/license/ https://britishclassiccars.co.uk/triumph/tr5/ https://britishclassiccars.co.uk/photos/wyf19g-triumph-tr5-oxburgh-hall-40758508313-1600.jpg A home-market Triumph TR5 PI. Just 2,947 of the fuel-injected TR5 were built in barely a year, which makes it the rarest and one of the most valuable of the mainstream TRs. A primrose-yellow Triumph TR5 with a black hardtop, UK registration WYF 19G, front three-quarter view on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5pi-tr4a-both-1968-48197763486-1600.jpg The TR5 (the white car) took the body and independent rear suspension of the four-cylinder TR4A and dropped in a fuel-injected six. From the outside the two are very alike; under the bonnet they are a world apart. A white Triumph TR5 parked beside a red Triumph in a show car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-pi-1968-46880404154-1600.jpg A right-hand-drive home-market TR5 PI. The injected UK and European cars made 150 bhp; the American TR250, with carburettors, made around 104 bhp and far outsold it. A dark blue Triumph TR5 PI, UK registration OHA 1F, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-triumph-tr5-roadster-15826174288-1600.jpg A TR5 with the hood down. The injected six gave a genuine 120 mph, quick for a 1967 sports car. A red Triumph TR5 roadster with the hood down at a classic-car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-1967-68-tr5-vvc-33532332421-1600.jpg The TR5 kept the crisp Michelotti lines of the TR4, with only discreet badging to mark out the faster six-cylinder car. A dark blue Triumph TR5, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-1968-15779954229-1600.jpg Most TR5 production was left-hand drive for export to Europe; only 1,161 of the 2,947 came to the UK. A green Triumph TR5 with the hood down at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-1968-29366076303-1600.jpg Under the familiar body sits a 2.5-litre straight-six, the engine that would go on to define the best-selling TR6. A dark Triumph TR5 roadster, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-1968-31269597637-1600.jpg A TR5 in a soft period colour. The independent rear suspension, carried over from the TR4A, made it ride and handle better than the side-screen cars. A pale blue Triumph TR5 with the hood down on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-1968-38629605822-1600.jpg The TR5 from behind. The discreet PI badge on the tail is one of the few external clues to the injected engine within. A red Triumph TR5, rear three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-1968-46208771981-1600.jpg A well-kept TR5. Because the car is rare and valuable, provenance and a correct, properly set-up injection system matter more than on any other TR. A red Triumph TR5, front three-quarter view on grass https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-pi-1968-30626363483-1600.jpg A TR5 PI. Good examples are now firmly into five figures, with the best beyond, making it one of the most sought-after TRs. A dark blue Triumph TR5 PI on display indoors https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-pi-1968-44301845470-1600.jpg The Lucas mechanical injection has a name for being temperamental, but that is mostly correct set-up; many cars now run uprated pumps. A pale blue Triumph TR5 PI, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5-pi-1968-51433069444-1600.jpg Mechanical parts supply is excellent, because the engine and running gear are shared with the far more numerous TR6. A red Triumph TR5 PI with the hood down at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/tr6/ https://britishclassiccars.co.uk/photos/triumph-tr6-864911537-1600.jpg The Triumph TR6: the best-selling TR and, for many, the definitive shape. A sharp restyle by the German coachbuilder Karmann gave it the square-jawed look that still defines the car. A blue Triumph TR6, top down, front three-quarter view on a road https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/1976-triumph-tr6-98-fun-6844045081-1600.jpg The squared-off front and tail were grafted onto the existing TR5 centre body and chassis, an effectively new car on a tight budget over the rounded Michelotti shape beneath. A white Triumph TR6 with a red soft top, front three-quarter view on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr6-14027955288-1600.jpg Under the bonnet: the 2.5-litre straight-six that gives the TR6 its muscular character. Home-market cars used Lucas mechanical fuel injection, while cars for America were fitted with twin carburettors. An orange Triumph TR6 with the bonnet raised, showing the straight-six engine, at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-triumph-tr6-8689565176-1600.jpg A TR6 out on the road, where it belongs. The torquey straight-six, independent rear suspension and optional overdrive make it a planted, long-legged roadster rather than a delicate sports car. A black Triumph TR6 being driven through a town square with the top down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr6-rear-badge-detail-34361508-866.jpg The embossed TR6 script on the rear panel. When buying, the separate chassis is the first thing to check, particularly the rails ahead of the rear wheels, because a corroded one means a body-off rebuild. Close-up of the embossed TR6 script and amber indicator on the rear corner of a red Triumph TR6 https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr6-pi-1972-53747209458-1600.jpg A home-market injection car. Right-hand-drive UK PI cars are the most powerful and the most valuable, while US-specification carburettor cars sell for noticeably less, and the commission-number prefix tells you which is which. A home-market Triumph TR6 PI, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-triumph-tr6-3450033283-1600.jpg A well-preserved TR6. Of the 91,850 built, around 83,000 were exported, the great majority to the United States, where the TRs built Triumph's name. A blue Triumph TR6 on display indoors at a motor museum https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1969-triumph-tr6-15168322127-1500.jpg An early TR6. The first home-market cars, carrying a CP commission prefix, made a genuine 150 bhp from the Lucas-injected six. A red early Triumph TR6 with the soft top up, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr6-1972-14253179707-1600.jpg A TR6 in period yellow. The model ran from 1968 to 1976, the last of the traditional separate-chassis British sports cars. A yellow Triumph TR6, top down, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr6-front-gates-27638972-867.jpg The TR6's purposeful face: round headlamps, a slatted grille and a chrome bumper, the square-jawed look that earned it the nickname the last of the hairy-chested roadsters. A dark red Triumph TR6 photographed head-on between open wooden gates https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/front-view-of-a-vintage-red-triumph-tr6-parked-outdoors-in-li-20347715-1600.jpg A maroon TR6 up close. From 1973 the injected cars were softened to 125 bhp, with a CR prefix, for smoother low-speed manners. A close front view of a maroon Triumph TR6 showing the headlamps, grille and chrome bumper https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/triumph-tr6-17254176935-1600.jpg A TR6 in a bright period colour. The car cemented Triumph's reputation in America and remains sought-after on both sides of the Atlantic. An orange Triumph TR6, front three-quarter view in a car park https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1975-triumph-tr6-9692531253-1600.jpg A late TR6. The wedge-shaped TR7 that replaced it abandoned the separate chassis, the six-cylinder engine and the open-roadster shape entirely. A Triumph TR6 at a classic-car show, side view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr6-7587084892-1600.jpg Parts supply for the TR6 is among the best of any British classic, with chassis, body, trim, mechanical and injection parts all available, much of it remanufactured. A Triumph TR6 parked at the roadside, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/tr7/ https://britishclassiccars.co.uk/photos/triumph-tr7-1981-14723986779-1600.jpg The wedge itself: Harris Mann's TR7 broke every TR rule and out-sold every TR before it. A silver 1981 Triumph TR7 convertible with its hood down at a classic car show, UK registration MMP 600X https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-9258220324-1600.jpg The profile that launched a thousand arguments: pure 1970s wedge, pop-up lamps and all. A white Triumph TR7 coupe in side profile on a harbour quay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-1978-13980915756-1600.jpg The fixed-head coupe, the shape the TR7 launched with; the convertible followed in 1979. A green 1978 Triumph TR7 fixed-head coupe at a classic car show, front three-quarter view, UK registration BND 414T https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr8-1982-14960164211-1600.jpg A genuine TR8: Rover V8 muscle in the wedge, and the TR line's true farewell. A white 1982 Triumph TR8 convertible on grass, front three-quarter view, UK registration YKV 542X https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-rally-1976-49185985348-1600.jpg Leyland Cars number 18: the works rally programme did more for the wedge than any advert. A white 1976 works Triumph TR7 rally car in red and blue Leyland Cars livery, race number 18, on an indoor display stand, UK registration NWB 722P https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1980-triumph-tr7-interior-38432800650-1024.jpg Tartan-era trim and a low, reclined driving position: comfortable, and far from a TR6. The tan cloth and vinyl interior of a 1980 Triumph TR7 showing the dashboard, centre console and a wood-rimmed steering wheel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-1976-28741556567-1600.jpg Early Speke cars like this 1976 coupe are the ones to inspect hardest, sills and screen surround first. A yellow 1976 Triumph TR7 coupe parked beside a stone wall, rear three-quarter view, UK registration LOE 110P https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-2650492521-1600.jpg Still the cheapest way into a TR, which is exactly why good ones are now worth finding. A red Triumph TR7 coupe photographed head-on, showing the pop-up headlamps closed and the black bumper, UK registration SMO 348Y https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr8-convertible-1981-15820025839-1600.jpg Around 2,750 factory TR8s were built, nearly all for North America. A red 1981 Triumph TR8 convertible parked at a seafront, front three-quarter view, registration TRB 8V https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-7982223046-1600.jpg TR7s gathering: around 112,000 were built, the best-selling TR of them all. A white Triumph TR7 with Triumph laurel decals at a show, other TR7s behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr7-16300876461-1600.jpg Smiths dials in a plastic binnacle: the wedge's cabin was modern where the TR6's was traditional. Close-up of a Triumph TR7 instrument binnacle showing the rev counter and speedometer https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-lynx-1978-29954486652-1600.jpg The Lynx: a longer, four-seat TR7 that Leyland cancelled with the tooling nearly paid for. A green 1978 Triumph Lynx prototype, a fastback coupe based on the TR7, on an indoor museum display, UK registration BHP 2T https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/triumph/which-tr-to-buy/ https://britishclassiccars.co.uk/photos/triumph-tr6-864911537-1600.jpg The Triumph TR6, the best-selling and most recognisable of the classic TRs. It is the usual recommendation for a first TR, but it is only one of six very different cars in the range. A blue Triumph TR6 with the top down, front three-quarter view on a road https://creativecommons.org/licenses/by-sa/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr3-2308412213-1600.jpg A side-screen TR3. The TR2 and TR3 are the most vintage-feeling TRs, with removable side-screens instead of wind-up windows, and the most characterful way into the range. A pale blue Triumph TR3 with wire wheels, front three-quarter view at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr4-roadster-green-957784-1600.jpg The Michelotti-bodied TR4. With wind-up windows and a modern body over the proven four-cylinder mechanicals, the TR4 and TR4A are the under-rated value sweet spot of the range. A British Racing Green Triumph TR4 roadster with the top down, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/wyf19g-triumph-tr5-oxburgh-hall-40758508313-1600.jpg The rare fuel-injected TR5, the most prized six-cylinder car. Its 2.5-litre injected six went on to power the best-selling TR6 that closed the classic TR line. A primrose-yellow Triumph TR5 with a hardtop, front three-quarter view on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr2-1959-14099617059-1600.jpg TR2 (1953–55): the original, the cheapest 100 mph car of its day, and the rarest and most vintage of the line. A red Triumph TR2 with the hood up, front three-quarter view on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/red-triumph-tr3-roadster-43974031760-1600.jpg TR3 (1955–62): the volume side-screen car and the first British car with front disc brakes, with the common TR3A the easiest to find. A red Triumph TR3 roadster with the hood down, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1967-triumph-tr4a-roadster-16337812241-1600.jpg TR4A (1965–67): the Michelotti car with independent rear suspension, the most refined of the four-cylinder TRs. A white Triumph TR4A roadster with the top down at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1968-triumph-tr5-roadster-15826174288-1600.jpg TR5 (1967–68): just 2,947 built, the rarest mainstream TR and the first with the fuel-injected six. A red Triumph TR5 roadster with the hood down at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-triumph-tr6-8689565176-1600.jpg TR6 (1968–76): the best-selling TR and the last of the separate-chassis British roadsters, the usual choice for usability and parts. A black Triumph TR6 being driven with the top down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/triumph-tr5pi-tr4a-both-1968-48197763486-1600.jpg Two TRs together: the family shares a recipe of separate chassis, front engine and rear drive, but the cars span more than twenty years of development. A white Triumph TR5 parked beside a red Triumph at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/us-25-year-import-rule/ https://britishclassiccars.co.uk/photos/lotus-elise-2362844472-1600.jpg The Series 1 Elise is the sort of car the rule was made for: light, quick, sold in Britain, and never federalised for America. Its eligibility arrives one build date at a time. An orange Series 1 Lotus Elise photographed head-on, wearing a UK registration plate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/values/jaguar/e-type/ https://britishclassiccars.co.uk/photos/1967-jaguar-e-type-series-1-coupe-16006279685-1600.jpg A row of E-Types at a British show. About 300 sell at auction every year, more than any other British classic above £50,000. A row of Jaguar E-Types on a show field in Britain, a green Series 1 roadster with its hood down in front https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1963-jaguar-e-type-lightweight-lowdrag-8083425225-1373.jpg A 1963 Lightweight in the Goodwood paddock. The twelve factory competition cars are the top of the E-Type market by a factor of fifty: the record sale is over £6 million. A dark green 1963 Jaguar E-Type Lightweight low-drag coupé wearing race number 31 in the paddock at Goodwood https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-3-8-fhc-1962-37528145804-1600.jpg A 1962 3.8 fixed-head coupé. The coupé trades at a steady discount to the roadster in every series, around a third on the early cars. A white 1962 Jaguar E-Type 3.8 fixed-head coupé, rear three-quarter view, parked among other cars at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1973-jaguar-e-type-series-iii-2-2-coupe-16152631733-1600.jpg A Series 3 2+2. The V12 coupé is the cheapest way into an E-Type, with a median sold price of about £34,000, and the first to lose value in a soft market. A maroon 1973 Jaguar E-Type Series 3 V12 2+2 coupé with a UK registration, parked on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-e-type-v12-roadster-1972-49018980253-1600.jpg A right-hand-drive 1972 V12 roadster. In Britain the home-market cars, a small minority of those built, sell above the left-hand-drive majority. A pale blue 1972 Jaguar E-Type Series 3 V12 roadster with a UK registration and its hood up, at an outdoor show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/values/jaguar/xjs/ https://britishclassiccars.co.uk/photos/jaguar-xjs-4-0-1995-27585321953-1600.jpg A 1995 facelift XJS 4.0 coupé. The late six-cylinder cars are the usable middle of the market, and the cheapest way into a big Jaguar. A silver-blue 1995 Jaguar XJS 4.0 coupé with a UK registration parked at a show, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1996-jaguar-xjs-convertible-4-0-celebration-49615000917-1600.jpg A 1996 Celebration convertible, the run-out edition. At a median of £14,600 it is the top of the standard XJS range. A red 1996 Jaguar XJS 4.0 Celebration convertible displayed indoors at a dealership with its hood down https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/lynx-eventer-v12-1982-54148377919-1600.jpg A Lynx Eventer, the shooting-brake conversion of the XJ-S. Fewer than seventy were built and the six in the record averaged £40,000, four times a standard car. A silver 1982 Lynx Eventer, the estate-bodied Jaguar XJ-S conversion, displayed at an indoor classic car show with a UK registration https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj-s-coupe-3-6-1990-28572800555-1600.jpg A 1990 XJ-S 3.6 coupé. The six-cylinder coupés are the bottom of the range at a median of about £6,200, and the ones most likely to be hiding rust. A red 1990 Jaguar XJ-S 3.6 coupé with a UK registration parked on grass at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/jaguar-xj-sc-h-e-1987-35491248140-1600.jpg An XJ-SC cabriolet, the targa-roofed halfway house of 1983 to 1988. It sells for less than the full convertible that replaced it, and for about the same as a coupé. A blue 1987 Jaguar XJ-SC HE cabriolet with its targa roof panels fitted and a UK registration, parked on gravel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/values/land-rover/defender/ https://britishclassiccars.co.uk/photos/land-rover-defender-110-station-wagon-1991-52240693244-1600.jpg A 1991 Defender 110 station wagon: the middle of the market, where a sound Tdi car changes hands for £25,000 to £40,000. A green 1991 Land Rover Defender 110 station wagon with a UK registration parked on grass at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/nene-overland-defender-heritage-icon-le-2012-52733708932-1080.jpg A specialist-built Heritage-style 90. The rebuilt and restomod Defenders are the top of the market, and the cost of building one explains their six-figure prices. A grey-green Land Rover Defender 90 hard top rebuilt by a specialist in Heritage style, with a UK registration https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-defender-land-rover-defender-in-an-off-road-utility-vehicle-4673204-1600.jpg The working life most Defenders led. Mud, water and salt are why the chassis and bulkhead decide the price, and why a galvanised replacement adds to it. A white Land Rover Defender 110 with a roof rack wading through deep muddy water on an off-road course https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/land-rover-defender-110-county-station-wagon-2-2-diesel-2015-51377696394-1600.jpg A 2015 County station wagon on a dealer forecourt. The last-year cars sit at the top of the standard-car range and rarely reach an auction. A grey 2015 Land Rover Defender 110 County station wagon on a dealer forecourt with an approved-used plate and a price in the windscreen https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/land-rover-defender-td5-110-pick-up-1999-53492993546-1600.jpg A Td5 110 pick-up on a trailer. Working pick-ups and hard tops are the cheapest Defenders, and the ones most likely to have a chassis story. A red 1999 Land Rover Defender 110 Td5 pick-up strapped to a trailer at an outdoor sale https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/values/mg/mgb/ https://britishclassiccars.co.uk/photos/mg-b-roadster-1970-14589952232-1600.jpg A 1970 chrome-bumper roadster on wires: the middle of the MGB market, where a sound, usable car changes hands for around £7,000 to £11,000. A black 1970 chrome-bumper MG MGB roadster with wire wheels and its hood up, parked on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-b-roadster-1965-14041251615-1600.jpg A 1965 car: the early three-bearing, pull-handle roadsters are the scarcest and sit at the top of the chrome-bumper range. A red 1965 MG MGB roadster with chrome wire wheels and hood raised on a show field https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-b-roadster-1978-15291369902-1600.jpg A 1978 rubber-bumper roadster. Mechanically the same car, but the market pays a third to a half less for the black bumpers and the raised ride height. A bright blue 1978 rubber-bumper MG MGB roadster with its hood down on a show field, other classics behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-in-a-yard-5743327281-1600.jpg The bottom of the range. A car like this can still make £1,000 to £3,000, but the sills and floors under it decide whether it is a project or a parts donor. A faded blue rubber-bumper MGB roadster under a tarpaulin in a back garden, paint and chrome weathered https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/mg-b-12700261664-1600.jpg Changing hands. Around 200 MGBs sell at auction every year, and most of the good ones never reach a sale room at all. A dark blue chrome-bumper MG MGB roadster on a trailer with a For Sale sign in its windscreen at an indoor car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/vauxhall/ https://britishclassiccars.co.uk/photos/1921-vauxhall-30-98-e-type-velox-20486287292-1600.jpg A Vauxhall 30-98 at Prescott: before the griffin sold family saloons, it raced gentlemen's Bentleys. A dark blue 1921 Vauxhall 30-98 E-Type Velox competing at the Prescott hillclimb, carrying the number 100 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1914-vauxhall-prince-henry-5733523180-1600.jpg A Prince Henry of 1914, from the era when Luton built some of the world's first true sports cars. The brass radiator and headlamps of a 1914 Vauxhall Prince Henry in a museum, UK registration DL 821 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1924-vauxhall-30-98-20344913780-1600.jpg The 30-98, the great British fast car of the vintage era, still worked hard in historic competition. A black 1924 Vauxhall 30-98 climbing at a hillclimb event with the number 105 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/411bew-1961-vauxhall-cresta-pa-5677812530-1600.jpg A Cresta PA: Detroit's styling moods, Luton's build, Britain's high streets. A green and black two-tone 1961 Vauxhall Cresta PA at a show, front three-quarter view, UK registration 411 BEW https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1979-vauxhall-chevette-hatchback-14102527018-1600.jpg The Chevette beat Ford's Fiesta to the British supermini market by two years. An orange 1979 Vauxhall Chevette hatchback with its tailgate open at a show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-vauxhall-victor-fe-1800-9120313400-1600.jpg Simple pushrod engines and cheap parts: the GM-era Vauxhalls make undemanding classics. A yellow 1974 Vauxhall Victor FE 1800 with its bonnet open on a showfield https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/vauxhall/chevette/ https://britishclassiccars.co.uk/photos/1979-vauxhall-chevette-hatchback-14102527018-1600.jpg A 1979 Chevette three-door hatchback in period orange. The shovel-nose front was Wayne Cherry's Luton signature, distinct from the flat-fronted Opel Kadett C that shared the platform. A bright orange 1979 Vauxhall Chevette three-door hatchback at an outdoor classic car show, front three-quarter view showing the shovel-nose grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-hs-1978-32106228847-1600.jpg A 1978 Chevette HS in the factory silver-with-red-stripes rally livery. The 2.3 slant-four with the Vauxhall-designed sixteen-valve head, the Getrag five-speed, and 135 brake horsepower in under a tonne. A silver Vauxhall Chevette HS (1978) with red side stripes, front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-l-saloon-1982-32896238457-1600.jpg A 1982 Chevette L Saloon. The four-door booted variant of the hatch, much rarer in survival than the volume-selling hatchback. A gold Vauxhall Chevette L Saloon (1982), rear three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-gls-saloon-1976-33528250126-1354.jpg Vauxhall's 1976 press shot of the Chevette GLS Saloon against the Welsh hills. The pitch was the British family hatchback come of age, before the Astra Mk1 ended the rear-drive Vauxhall mainstream tradition. A green Vauxhall Chevette GLS Saloon (1976) photographed against rolling Welsh hills, period brochure shot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-hsr-2-6-1979-51175678116-1600.jpg A 1979 Chevette HSR in the original silver-with-red livery. The HSR carried wider arches, a fibreglass front and rear, and plastic side windows over the basic HS, the further-developed homologation step for the Group 4 regulations that were on their way out by 1980. A silver Vauxhall Chevette HSR 2.6 (1979, NRS20W plate) with red side stripes and bonnet raised, front three-quarter view at an outdoor classic car gathering with an orange standard Chevette to the left https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-hsr-2-6-1979-51175899628-1600.jpg The HSR from behind. The pressed VAUXHALL script across the rear panel was unique to the HS and HSR cars, and the wider rear arches over the standard Chevette shell are clearly visible from this angle. A silver Vauxhall Chevette HSR 2.6 (1979, NRS20W plate) rear three-quarter view, showing wide rear arches, red side stripes and the embossed VAUXHALL lettering across the rear panel https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-hsr-2-6-1979-51175678011-1600.jpg The Chevette HS and HSR engine bay. The Vauxhall sixteen-valve head bolted to the Victor FE 2.3 slant-four block, twin Strombergs, and the 500X coil pack feeding it: 135 brake horsepower in a sub-tonne shell. Close-up of the engine bay of a Vauxhall Chevette HSR, showing the 2.3-litre slant-four with the Vauxhall-designed sixteen-valve head, twin Stromberg carburettors with red velocity stacks, and the Vauxhall-branded cam cover https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-hs-2300-1979-53255967467-1047.jpg A 1979 Chevette HS in the Vauxhall Heritage Centre lineup. The HS shell looks almost identical to the standard hatch from this angle, which is part of why replicas built up from base cars are common and why provenance is the whole game on the market for these. A silver Vauxhall Chevette HS 2300 (1979, JLA250V plate) rear three-quarter view inside the Vauxhall Heritage Centre, with a red Vauxhall Viva and a blue period saloon parked alongside https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1980-vauxhall-chevette-18473303753-1600.jpg The two-door saloon variant, built only from 1976 to 1979 and now the rarest standard Chevette body style. Few were sold at the time and very few survive, which makes any clean example a notable find at a classic show. A light blue 1980 Vauxhall Chevette two-door saloon (DGO123X plate) at an outdoor classic car show, front three-quarter view on grass with a black hatchback parked behind https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/bedford-chevanne-1976-50336480732-1600.jpg The Chevette panel van was sold as the Bedford Chevanne, badged through Vauxhall's commercial-vehicle division. Built from 1977 to 1984, it found work with the Post Office and small fleet operators, sharing its body shell with the three-door Chevette estate. A bright blue 1976 Bedford Chevanne panel van (OYX77R plate) rear three-quarter view on grass at a classic show, with blanked panels where the rear side windows would be on the estate https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-range-1981-models-51118204752-1600.jpg The 1981 Vauxhall range. The Chevette is in the back row, by now the elder statesman of the line-up alongside the front-wheel-drive Astra Mk1 that would shortly replace it and the larger Cavalier and Carlton aimed at the company-car market. A 1981 Vauxhall range brochure photograph showing the Chevette hatchback in red and orange alongside the Cavalier, Astra, Sportshatch, Carlton and Viceroy, photographed as a studio group shot https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/michelin-ad-1976-part-1-33202450062-1600.jpg Michelin's 1976 tyre advert, with the Chevette placed alongside the Cortina, Avenger and the just-launched Fiesta. The Chevette beat the Fiesta to the small-hatchback segment by twelve months, a head start the period ad copy reflects. A 1976 Michelin tyre advertisement headed 'Choose your tyres as stringently as they do' showing the red Vauxhall Chevette in a grid of European hatchbacks and saloons including the Ford Fiesta, Rover 3500, Chrysler Avenger, Ford Cortina, Chrysler Alpine, Peugeot 504 and BLMC TR7 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-gls-1976-32732046433-1366.jpg Vauxhall's 1976 GLS hatchback press shot, this one styled around a streamside picnic. The GLS was the top trim, with twin headlights, brighter brightwork, and twin-Stromberg-carb 1.3 making slightly more than the standard L spec. A red 1976 Vauxhall Chevette GLS three-door hatchback parked on grass next to a stream and rocky outcrop, with a woman in period clothing sitting on the rocks, factory press photograph https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-chevette-gls-1977-48641387076-1600.jpg The Chevette hatchback from behind. The wraparound tailgate glass was a real selling point in the period: this was Vauxhall's first hatchback in the UK, and the lift-up rear with its tailgate-corner seals also became one of the first places to rust. A light blue 1977 Vauxhall Chevette GLS three-door hatchback (RDG397R plate) rear three-quarter view at an outdoor show, with chrome 'Chevette GLS' badging on the tailgate and the vinyl black trim strip along the flank https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/vauxhall/victor/ https://britishclassiccars.co.uk/photos/vauxhall-victor-f-type-series-ii-deluxe-1960-53256847718-945.jpg A 1960 F-Type Series II Deluxe. The cleaned-up version of the original, with the two-tone paint and tailfins that date the styling exactly. A two-tone brown-and-cream Vauxhall Victor F-Type Series II Deluxe (1960), rear three-quarter view in a museum hall https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-f-1959-15818644048-1600.jpg A 1959 Vauxhall Victor F. The two-tone period colours, chrome side spear and dog-leg A-pillars are pure 1955 Chevrolet by way of Luton. A two-tone green-over-cream Vauxhall Victor F (1959) at an outdoor classic car show with a vintage Bentley partly visible at left https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-fb-deluxe-estate-1964-53257144133-1080.jpg A 1964 FB Deluxe Estate. The FB's cleaner three-box styling and the practical estate body that joined the range in 1962. A dark slate-grey Vauxhall Victor FB Deluxe Estate (1964), rear three-quarter view in a museum hall https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-101-1966-36999066984-1600.jpg A 1966 Victor 101. The horizontal-bar grille and the chrome script 101 badge are what the FC's hundred-and-one-improvements marketing got you. A pale green Vauxhall Victor 101 (1966) shown from a high front three-quarter angle in a museum, with the chrome script 101 badge visible on the grille https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-ventora-1969-3-3-litre-6-cylinder-27813352293-1600.jpg A 1969 Ventora 3.3 with vinyl roof. The FD bodyshell carrying the Cresta straight-six, Vauxhall's pitch at the lower edge of the Rover 2000 market. A black Vauxhall Ventora (1969) with a black vinyl roof, front three-quarter view at an outdoor classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-fe-2300s-1975-53258379220-1059.jpg A 1975 Victor FE 2300S. The last Victor and the most substantial, with the bored-out 2.3 slant-four and the top-trim vinyl roof. A light blue Vauxhall Victor FE 2300S (1975) with a black vinyl roof, front three-quarter view in a museum hall https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-fb-1963-15934682576-1600.jpg A 1963 VX 4/90 in FB bodyshell. The twin-Zenith-carb, high-compression performance Victor that gave dealers a sub-£900 family saloon capable of more than 90 mph at a time when most domestic 1.5-litre cars struggled to clear 75. A light powder-blue Vauxhall VX4/90 FB saloon (1963, XWM 299 plate) with chrome side coachline and dark contrast roof line, front three-quarter view on grass at a UK classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-f-series-estate-1962-32309336148-1600.jpg An F-Series Estate in the 1962 two-tone livery. The estate joined the F range late in production and is now the rarest body style of the rarest generation, almost extinct on the road as the F-type's structural rust took out load-bay variants first. A two-tone pale-blue-over-cream Vauxhall Victor F-Series Estate (1962, GSL 593 plate) with chrome side spear and wraparound windscreen, front three-quarter view on grass at a UK classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-18675421240-1600.jpg An FC Victor 101 saloon in deep racing green, attending a UK enthusiast meet. The FC's debugged running gear and the cleaner three-box silhouette that fans regard as the best-balanced Victor of the five generations. A dark racing-green Vauxhall Victor FC saloon (AJK 102C plate, 1965) with Union Jack flags propped against the front wing, front three-quarter view on grass against an industrial corrugated-steel backdrop https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-101-ambulance-1966-54143869766-1080.jpg An FC-based Victor 101 estate converted for ambulance duty in 1966. Mid-1960s county-council fleets often took Victor estates as low-cost light-duty ambulances and patient-transport vehicles, the kind of working role that has nearly disappeared from survivor populations. A cream Vauxhall Victor 101 Ambulance conversion (1966) at an indoor NEC classic show with the rear estate tailgate raised, exposing the fitted stretcher kit, blankets and orange wool blankets in the load bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-fd-2000-estate-1971-24541956918-1600.jpg A 1971 FD 2000 Estate at the NEC, picnic hamper for period effect. The FD estate carried the Coke-bottle saloon's flared rear haunches into a load-carrying body, the variant Vauxhall sold against the Cortina Mk2 estate and the Cambridge Farina wagon. A white Vauxhall Victor FD 2000 Estate (1971, DLC 586J plate) at an indoor NEC classic car show with the tailgate raised, a vintage red wicker picnic hamper opened in the load bay https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1970-30676307170-1600.jpg A 1970 VX 4/90 FD with current asking price visible. The twin-Stromberg-carb FD was Vauxhall's quietest performance saloon of the period, and recent auction marks show the survivors finally pulling clear of the standard 2000-litre car's value range. A cream Vauxhall VX4/90 FD saloon (1970, PJT 490J plate) at an indoor NEC classic show with a price ticket of £12,995 in the windscreen, front three-quarter view on a grey carpeted display floor https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/1974-vauxhall-victor-fe-1800-9120313400-1600.jpg A 1974 FE 1800 with bonnet up at a show. The slant-four overhead-cam unit visible here is the engine that mattered: it would carry on into the Cavalier, Magnum, Firenza and Chevette HS, and ran in various Vauxhalls and Opels into the late 1980s. A mustard-yellow 1974 Vauxhall Victor FE 1800 (RSE 36M plate) with the bonnet raised, exposing the slant-four overhead-cam engine, front three-quarter view on grass at a UK classic show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-victor-fe-1972-33351121326-1437.jpg Vauxhall's 1972 FE Transcontinental Victor ad. The launch positioning leaned hard on the European platform shared with the Opel Rekord D, pitched at buyers ready to look past the Cortina and Cambridge for a more continental large saloon at £1,255 ex-factory. A period magazine advertisement for the FE Vauxhall Victor headlined 'Spaciousness, European Style' and 'Transcontinental Victor, it's a joy to drive', showing an FE saloon photographed on a coast road above what appears to be Monte Carlo https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/envoy-custom-1960-30659373460-1600.jpg An Envoy Custom, the F-type's Canadian-market badge. Vauxhall built the Victor specifically to fill spare GM dealer capacity in North America: the same shell was sold as Envoy in Canada, as Victor in Australia and South Africa, and even briefly through Pontiac-Buick US showrooms. A pale-blue Envoy Custom (1960), the Canadian-market rebadged Vauxhall Victor F-type, on display at a UK museum with a 'Vauxhall sold 3.3 million cars for export to 1965' placard behind, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/vauxhall/victor/vx4-90/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-fb-1963-15934682576-1600.jpg The FB original: twin carbs, front discs and the side flash that announced the sporting Victor. A light blue 1963 Vauxhall VX4/90 FB with UK registration XWM 299, front three-quarter view at a classic car show https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1963-14830364735-1600.jpg Two-tone Luton style: the VX4/90 dressed the family Victor for the golf club car park. A beige and grey 1963 Vauxhall VX4/90 with UK registration BPR 506A, front three-quarter view https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-victor-fb-23625843034-1485.jpg Velvet touch, vivid motoring: selling the sporting Victor in period. A period magazine advertisement for the Vauxhall VX4/90 headlined velvet touch, vivid motoring https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1970-71-twin-carburettor-version-of-vauxhall-victor-fd-16504912223-1476.jpg The FD generation: the overhead-cam slant-four in Luton's coke-bottle suit. Period press photographs of the Vauxhall VX4/90 FD in brown and blue https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1965-29031196965-1600.jpg The FC of 1964 kept the contrasting flash that told everyone this Victor had two carburettors. A white Vauxhall VX4/90 FC with a red side flash on grass at a classic car show, side view, UK registration ERU 264C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1963-14807349526-1600.jpg Rear arches, sills and the boot floor: Luton's steel of this era rarely lasted a decade. A beige Vauxhall VX4/90 FB parked at a seafront, rear three-quarter view, UK registration BPR 506A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1965-29031197925-1600.jpg Twin carburettors, a close-ratio box and front discs: brisk by 1964 standards, and still willing. A white Vauxhall VX4/90 FC on grass at a classic car show, front three-quarter view, UK registration ERU 264C https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1973-26851445547-1600.jpg The slant-four is simple and strong; it is the bodywork and the trim that make owners work. A blue Vauxhall VX4/90 FE with its bonnet raised at a classic car show, showing the slant-four engine, UK registration NNV 681M https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1963-14643823207-1600.jpg Model-specific trim is the hard part: grilles, badges and flashes are almost impossible to replace. Close-up of the grille and quad headlamps of a Vauxhall VX4/90 FB, UK registration BPR 506A https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1970-71-twin-carburettor-version-of-vauxhall-victor-fd-17123377562-1477.jpg Sold as the quality Vauxhall, and now scarce enough that the badge finally means something again. A period Vauxhall advertisement headed Vauxhall's two-litre TC quality car, VX4/90 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-1970-71-twin-carburettor-version-of-vauxhall-victor-fd-16938884969-1466.jpg Personality-plus: Luton's word for a Victor with twin carburettors and a bit of trim. A period Vauxhall brochure page headed Personality-plus showing the VX4/90 and its road wheels https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/photos/vauxhall-vx4-90-victor-fb-23627821083-1473.jpg Period advertising leaned on the badge itself, because the shape was shared with every other Victor. A period black and white advertisement headed It's the Vauxhall VX4/90 https://creativecommons.org/licenses/by/2.0/ https://britishclassiccars.co.uk/when-does-a-car-become-a-classic/ https://britishclassiccars.co.uk/photos/land-rover-defender-a-land-rover-defender-parked-in-a-vibrant-autumn-10108437-1600.jpg A Land Rover Defender. Production only ended in 2016, which makes it the car the 'is it a classic yet?' argument keeps circling back to. A silver Land Rover Defender 110 parked on a leaf-strewn track in an autumn forest https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/aston-martin-db5-blue-aston-martin-db5-parked-near-the-sea-29648179-1600.jpg A high-value classic like a DB5 turned the corner from depreciation to appreciation decades ago. The market moment, the bottom of the price curve, is the cheapest a car will ever be in real terms. A blue Aston Martin DB5 parked near the sea, front three-quarter view https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/mg-mgb-mg-mgb-classic-roadster-9536516-1600.jpg An MGB. The MG Owners' Club treated it as a classic from the late 1980s, decades before its 40-year legal qualification arrived in 2020, the cultural moment running well ahead of the paperwork. A red MG MGB roadster with chrome wire wheels parked on a street, a person standing alongside https://www.pexels.com/license/ https://britishclassiccars.co.uk/which-cars-count-as-british-classics/ https://britishclassiccars.co.uk/photos/retro-car-placed-on-asphalt-road-in-countryside-against-heap-of-dumped-5543133-1600.jpg A classic Mini. Few cars are more obviously a British classic, which makes it a good place to start drawing the line. A cream classic Mini with a white roof, front three-quarter view at golden hour, registration YLK 487G https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/jaguar-e-type-white-jaguar-e-type-roadster-parked-beside-historic-buildings-12582269-1600.jpg A Jaguar E-Type, a household-name British classic. British marque, British-built, no ownership or badge complications: the easy end of the in-scope test. A white Jaguar E-Type roadster parked beside historic buildings https://www.pexels.com/license/ https://britishclassiccars.co.uk/photos/wolseley-2200-1975-53250325652-1044.jpg A Wolseley 2200, one of three near-identical cars British Leyland sold at once as an Austin, a Morris, and a Wolseley. Badge-engineering like this is exactly where the marque question gets awkward. A bright blue 1975 Wolseley 2200 saloon at a UK classic car show, the badge-engineered version of the 18-22 range https://creativecommons.org/licenses/by/2.0/